NAT OPS Bulletin Checklist Issued: 9 June 2015 · NAT OPS Bulletin checklistYear2015_9June.docx NAT OPS Bulletin Checklist Issued: 9 June 2015 Serial N Subject - The following NAT

NAT OPS Bulletin checklistYear2015_9June.docx

NAT OPS Bulletin Checklist Issued: 9 June 2015 Serial N° Subject - The following NAT OPS Bulletins are current - Effective date

NAT OPS BULLETIN for Year 2015

2015_003 RLatSM Special Emphasis Items 01 June 2015

2015_002 Reykjavik OCD Crew Procedures Version 4 01 February 2015

2015_001 Gander Data Link OCD Crew Procedures– Corrected Version 23rev1 13 January 2015


2014_006 Implementation of 50NM Lateral Separation in Santa Maria Oceanic

CTA

20 February 2014

AIC published 6 Feb

14

2014_005 Automatic Dependent Surveillance-Broadcast Service in the Gander

Oceanic Control Area 18 February 2014

2014_004 Trial Implementation of RLatSM in the ICAO NAT Region 18 February 2014

2014_002 Oceanic Errors Safety Bulletin 04 February 2014

2014_001 Sample Oceanic Checklists 04 February 2014


2013_005 New Service Notification for Gander Oceanic Control Area 21 November 2013

2013_002 Publication of “Track Wise – Targeting Risk within the Shanwick

OCA” – updated 29th April 2013

29 April 2013

2013_001 Information and Guidance for Data Link Oceanic Clearance Delivery

in Santa Maria Oceanic Control Area 28 January 2013


2012-031 NAT Region Data Link Mandate 30 November 2012

2012-030 Reduced Longitudinal Separation Minimum (RLongSM) Trial 17 September 2012

2012-027 Trial of a Five-Minute Along Track Longitudinal Separation Minimum

in the Gander Oceanic Control Area 03 May 2012

2012-026 Trial of a 5 Minute Along Track Longitudinal Separation in the

Shanwick OCA 16 March 2012


2010-012 Improving understanding FANS 1/A DL procedures NAT Region 21 June 2010


2010-007 Flight crew guidance – 5 minutes separation between GNSS aircraft September 2009


2010-006 ORCA Procedures for Shanwick 18 March 2004

NAT OPS Bulletin 2015_003 SEI RLatSM.docx

Serial Number: 2015_003

Subject: RLatSM Special Emphasis

Items

Effective: 1 June 2015

The purpose of North Atlantic Operations Bulletin 2015_003 is to provide guidance to North Atlantic (NAT)

operators on material to be included in pilot and dispatcher training programs and operations manuals to

prepare them for operations in the North Atlantic under Reduced Lateral Separation of 25 Nautical Miles

(NAT RLatSM). This Bulletin may be updated, as necessary, as progress is made toward the start date for

Phase 1 of the RLatSM trial

Any queries about the content of the attached document should be addressed to:

ICAO EUR/NAT Office: [email protected]

Roy Grimes: [email protected]

NOTICE NAT Ops Bulletins are used to distribute information on behalf of the North Atlantic Systems Planning

Group (NAT SPG). The material contained therein may be developed within the working structure of the

NAT SPG or be third party documents posted at the request of a NAT SPG Member State. A printed or

electronic copy of this Bulletin, 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. 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.

The NAT OPS Bulletin Checklist is available at www.icao.int/EURNAT/ EUR & NAT Documents, NAT

Documents, then NAT Ops Bulletins.

There is no objection to the reproduction of extracts of information contained in this Bulletin if the source is

acknowledged.

mailto:[email protected]

http://www.icao.int/EURNAT/

http://www.icao.int/EURNAT/Pages/EUR-and-NAT-Document.aspx

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2 NAT OPS Bulletin 2015-003 – RLatSM Special Emphasis Items 2


NAT OPERATIONS BULLETIN – RLATSM SPECIAL EMPHASIS ITEMS

1. Purpose of Bulletin. The purpose of this bulletin is to provide guidance to North Atlantic (NAT)

operators on material to be included in pilot and dispatcher training programs and operations manuals to

prepare them for operations in the North Atlantic under Reduced Lateral Separation of 25 Nautical Miles

(NAT RLatSM operations).

1.1 This Bulletin may be updated, as necessary, as progress is made toward the start date for Phase 1 of

the RLatSM trial. Any necessary updates will be distributed through industry organizations and posted on

the ICAO EUR/NAT Website. (See section 6).

1.2 See Attachment A for a summary listing of RLatSM Special Emphasis Items contained in this

bulletin.

1.3 The following is an explanation of the terms “should”, “must” and “shall” as used in this bulletin.

a) “Should” is used to indicate a recommended practice or policy that is considered as

desirable for the safety of operations.

b) “Shall” and “must” are used to indicate a practice or policy that is considered as

necessary for the safety of operations.

2. RLatSM Project Plan Overview. On or soon after 12 November 2015, Phase 1 of the NAT 25

NM Reduced Lateral Separation Minimum (RLatSM) trial is planned to commence in portions of the

Gander and Shanwick oceanic control areas (OCA). During the RLatSM Phase 1 trial:

a) The 25 NM lateral separation minimum will be implemented by applying ½ degree

track spacing between three core NAT Organized Track System (OTS) tracks. 25

NM lateral separation will be applied between flight level (FL) 350-390 (inclusive).

b) OTS tracks separated using the reduced lateral separation minimum will be established by

publishing one track defined by ½ degree waypoints (e.g., 54 degrees-30 minutes NORTH

latitude/50 degrees WEST longitude) between two adjacent tracks defined by whole degree

waypoints (e.g. 54 degrees NORTH latitude/50 degrees WEST longitude, respectively).

c) Only those operators/aircraft eligible for RLatSM operations will be allowed to operate

on designated RLatSM tracks between FL 350-390 (inclusive). See section 3

(Operator/Aircraft Eligibility).

d) Strategic Lateral Offset Procedures (SLOP) will continue to be used in accordance with

NAT Doc 007, paragraph 8.5

e) Enhanced ATC surveillance and communication will be provided via FANS 1/A (or

equivalent) data link systems. Automatic Dependent Surveillance (ADS-C) will provide

route conformance monitoring, periodic aircraft reporting and controller alerts for Lateral

Deviation Events (LDE) and vertical deviation events (Level Range Deviation Events

(LRDE). Controller-Pilot Data Link Communications (CPDLC) will enhance ATC

intervention and communication capabilities.



3. Operator/Aircraft Eligibility. Operators do not need to apply to NAT ANSPs to be part of the

trial, however, operators should consult with the State authority responsible for their operation prior to

starting RLatSM operations. Operators will be eligible to flight plan and fly RLatSM tracks provided the

flights are:

a) Authorized Required Navigation Performance 4 (RNP 4)

b) ADS-C and CPDLC equipped and, where applicable, authorized; and,

c) Operating required Communications, Navigation and Surveillance (CNS) systems

Note: Job Aids for RNP 4 and Data Link operations authorization are posted on the ICAO European and

North Atlantic (EUR/NAT) Office website. See section 6 below – Websites.

4. Flight Planning Provisions

4.1 Only those operators/aircraft eligible for RLatSM operations will be allowed to operate on

designated RLatSM tracks between FL 350-390 (inclusive). All RLatSM tracks and FLs will be uniquely

identified in Remark 3 of the OTS Track Message as shown below:

Westbound NAT Track Message Example with RLatSM Tracks

(Underlined-bold text highlights RLatSM tracks. It will not be bold in the actual OTS messages)

FF CYZZWNAT 102151 EGGXZOZX (NAT-1/3 TRACKS FLS 310/390 INCLUSIVE FEB 11/1130Z TO FEB 11/1900Z PART ONE OF THREE PARTS- A PIKIL 57/20 58/30 59/40 58/50 DORYY EAST LVLS NIL WEST LVLS 310 320 330 340 350 360 370 380 390 EUR RTS WEST NIL NAR NIL- B RESNO 56/20 57/30 58/40 57/50 HOIST EAST LVLS NIL WEST LVLS 310 320 330 340 350 360 370 380 390 EUR RTS WEST NIL NAR NIL- C VENER 5530/20 5630/30 5730/40 5630/50 IRLOK EAST LVLS NIL WEST LVLS 350 360 370 380 390 EUR RTS WEST NIL NAR NIL- END OF PART ONE OF THREE PARTS)

FF CYZZWNAT 102151 EGGXZOZX (NAT-2/3 TRACKS FLS 310/390 INCLUSIVE FEB 11/1130Z TO FEB 11/1900Z PART TWO OF THREE PARTS- D DOGAL 55/20 56/30 57/40 56/50 JANJO EAST LVLS NIL WEST LVLS 310 320 330 340 350 360 370 380 390 EUR RTS WEST NIL NAR NIL-

E MALOT 54/20 55/30 56/40 55/50 LOMSI EAST LVLS NIL WEST LVLS 310 320 330 340 350 360 370 380 390 EUR RTS WEST NIL NAR NIL- END OF PART TWO OF THREE PARTS)

FF CYZZWNAT 102152 EGGXZOZX (NAT-3/3 TRACKS FLS 310/390 INCLUSIVE FEB 11/1130Z TO FEB 11/1900Z PART THREE OF THREE PARTS- REMARKS. 1. TMI IS 042 AND OPERATORS ARE REMINDED TO INCLUDE THE TMI NUMBER AS PART OF THE OCEANIC CLEARANCE READ BACK. 2. ADS-C AND CPDLC MANDATED OTS ARE AS FOLLOWS TRACK A 350 360 370 380 390 TRACK B 350 360 370 380 390 TRACK C 350 360 370 380 390 TRACK D 350 360 370 380 390 TRACK E 350 360 370 380 390 END OF ADS-C AND CPDLC MANDATED OTS 3. RLATSM OTS TRACKS AND FLIGHT LEVELS ARE AS FOLLOWS TRACK B 350 360 370 380 390 TRACK C 350 360 370 380 390 TRACK D 350 360 370 380 390 …

4.2 Operators must file the correct ICAO Flight Plan annotations in Items 10 and 18 to indicate that

RLatSM required CNS systems are operational for the flight.

a) Item 10a (Radio communication, navigation and approach aid equipment and capabilities).

• Insert “J5” to indicate FANS 1/A (or equivalent) Inmarsat CPDLC SATCOM and/or “J7” to

indicate FANS 1/A (or equivalent) CPDLC Iridium SATCOM data link equipage and

operation;



b) Item 10b (Surveillance equipment and capabilities)

• Insert “D1” to indicate FANS 1/A (or equivalent) ADS-C equipage and operation

c) Item 18 (Other information)

• Insert the characters “PBN/” followed by “L1” to indicate RNP 4 authorization.

5. Special Emphasis Items for RLatSM Operators. The Special Emphasis Items (SEI) listed below

should be incorporated into operator training programs and operations manuals with the intent of raising

pilot and dispatcher awareness of the importance of following procedures in an environment where ½

degree waypoints and a lateral separation minimum of 25 NM are applied. Each SEI is followed by an

explanation of the factors leading it to be identified as an RLatSM SEI.

5.1 Requirement to use the CNS equipment that is indicated in the ICAO flight plan:

ATC uses the Flight Plan annotations in Items 10 and 18 to apply the reduced separation between

aircraft. Therefore, before entering the NAT, the pilot must ensure that:

1. the aircraft is logged on when data link capability (J5, J7, D1) has been filed in the FPL; and

2. RNP 4 is inserted into the FMC, when RNP4 capability (L1) has been filed in the FPL. This

is to enable aircraft navigation system monitoring and alerting against the required RNP 4

Navigation Specification.

5.2 Pilot Training on Map and FMC Displays of ½ Degree and Whole Degree Waypoints:

To mitigate misinterpretation of waypoint coordinates, operator initial and re-current training

programs and operations manuals must incorporate training and guidance to enable pilots to

understand map and FMC displays of ½ degree and whole degree waypoints.

Explanation

5.2.1 Map displays and certain FMC pages generally do not display full waypoint degrees and minutes,

e.g. when the full 13 latitude/longitude characters are used to insert ½ degree waypoints. See Figure 1,

Figure 2, and Figure 3, in Attachment B.

5.3 Aircraft Navigation Database (NDB) Waypoint Identifiers:

It is strongly advocated that aircraft NDB vendors and flight planning services not provide

operators with half-degree waypoint identifiers in the ARINC 424, paragraph 7.2.5 “N-prefix”

format (e.g., N5250 = 52o30’ NORTH 050

o00’WEST).

NAT operators should use a full latitude/longitude (e.g., 13-character) input for waypoints

containing both half-degree and whole degrees of latitude and whole degrees of longitude, when

they are required to make a manual input of waypoints, unless they have the operational need

discussed below.

NAT operators with an operational need to populate the aircraft NDB with a 5-character

waypoint identifier should ensure that the aircraft NDB vendors and flight planning services use an

alternate half-degree of latitude 5-character format such as Hxxyy, where xx = degrees and 30

minutes of NORTH latitude and yy = degrees of WEST longitude (e.g., H5250 = 52o30’ NORTH

050o00’ WEST). (It is recognized that, for whole degree waypoint inputs, such operators will likely

continue using the ARINC 424, 7.2.5 “N-suffix” format (e.g., 5250N = 52o

00’ NORTH

050o00’WEST)).

It is recognized that such alternate formats may be available from NDB vendors beginning two

Aeronautical Information Regulation and Control (AIRAC) cycles before the scheduled start of the



RLatSM trial. The scheduled start date is 12 November 2015 (AIRAC 1512), therefore,

implementation of alternate formats could be as early as 17 September 2015 (AIRAC 1510).

Note. The NAT ANSPs are implementing CPDLC route clearance policies and capabilities that

will mitigate the need for pilots to manually insert waypoint coordinates.

Explanation

5.3.1 Half-degree waypoint identifiers in the ARINC 424, paragraph 7.2.5 “N-prefix” format have led to

a number of Gross Navigation Errors (GNEs) and Lateral Deviations. The guidance for waypoint insertion

in paragraph 5.3 above is intended to remove the potential for such errors. They occur when a pilot

intending to input a waypoint defined by a half-degree of latitude inadvertently loads a waypoint

containing a whole-degree of latitude, or vice versa, because the “N” is not loaded in the correct pre-fix or

suffix position.

5.4 Pilot Procedures for Verifying Waypoint Degrees and Minutes Inserted into Aircraft Navigation

Systems:

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 oceanic clearance. (The “Sample Oceanic Checklist” NAT OES Bulletin refers).

Regardless of FMC waypoint format and entry method, 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.

During pre-flight LRNS programming, both pilots 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.

Upon receipt of a revised oceanic clearance (i.e., one not conforming to the flight planned

route), both pilots independently verify the full latitude and longitude coordinates of “un-

named” (Lat/Long) waypoints defining the route contained in the revised oceanic clearance.

Approaching an oceanic waypoint, one pilot should verify the full latitude and longitude

coordinates of that waypoint in the FMC, the NEXT and NEXT +1 waypoints, while the other

pilot crosschecks the latitude and longitude coordinates against the master flight plan/oceanic

clearance.

Explanation

5.4.1 Due to the factors in the map and FMC display of ½ degree and whole degree waypoints, it is

imperative that pilots follow the procedure in paragraph 5.4 above to avoid lateral errors caused by incorrect

insertion of waypoints. Verification of the full DEGREES and MINUTES of oceanic waypoints loaded

into the FMC is a critical step in ensuring a proper navigational load.

5.5 Pilot Track and Distance Check:

It is strongly recommended that pilot pre-flight and in-flight procedures call for the pilot to compare

the track and distance between waypoints shown on the Computer Flight Plan (CFP) to those

displayed by the FMC. (The NAT “Sample Oceanic Checklist” Bulletin refers).

Pilots should be aware that waypoint insertion errors of ½ degree of latitude may in some cases

result in only small differences in track and distance, however, the track and distance check can help

prevent waypoint insertion errors of one degree or more that have been observed in oceanic

operations.



Note: `the currency of magnetic variation tables loaded into aircraft navigation databases and the

point at which the track is measured affect the track displayed on the FMC by as much as ±3

degrees.

Explanation

5.5.1 This check remains valuable for RLatSM operations because waypoint insertion errors are not

limited to ½ degree errors and waypoint insertion errors of one degree or more have been observed in

oceanic operations. Waypoint insertion errors of ½ degree produce a small difference in leg segment track

and distance, however, as noted above, waypoint insertion errors are not limited to ½ degree.

5.6 Pilot Action When Notified By ATC of Possible Deviation from Cleared Track:

Flight crews are advised that, should they be notified that ATC systems indicate the aircraft is not

flying the cleared route, they should immediately display the full degrees and minutes loaded into

the FMC for the NEXT and NEXT + 1 waypoints, and verify against the cleared route before

responding.

Voice message example: “SHANWICK CONFIRMS YOUR POSITION REPORT INDICATES

INCORRECT ROUTING. CHECK FULL DEGREES AND MINUTES LOADED INTO FMC.

YOUR CLEARED ROUTE IS [route]”

CPDLC message example:

YOUR POSITION REPORT INDICATES INCORRECT ROUTING. CHECK FULL

DEGREES AND MINUTES LOADED INTO FMC. YOUR CLEARED ROUTE IS [route]

When ATC notifies the pilot that the aircraft has indicated it has already deviated from the cleared

track (UM169f: ADS-C INDICATES OFF ROUTE. ADVISE INTENTIONS), the pilot shall

immediately display the full DEGREES and MINUTES loaded into the FMC for the NEXT

waypoint, and verify against the cleared route.

5.7 Policy for Operational Airborne Collision Avoidance System II (ACAS II):

Prior to departure for flight on an NAT OTS track at a flight level where RLatSM is applied, the

ACAS II system shall be fully operational for the pilot flying (i.e., the TA and RA visual display

and audio function will be operative for the pilot flying). If the ACAS II system is not fully

operational for the pilot flying, the operator has the option of requesting clearance to operate on a

track and/or at a FL where RLatSM is not applied. If the ACAS II system fails after departure, the

aircraft may continue on the cleared route.

Note: The ACAS II (TCAS II) system must be a Version 7.0 or more recent version).

Explanation

5.7.1 ACAS II provides a valuable situational awareness tool and safety net for pilots operating in NAT

airspace including those where aircraft separation standards have already been reduced in the vertical and

longitudinal dimensions. The carriage and operation of ACAS II is emphasized here in the context of

RLatSM trials for the following reasons:

a) The introduction of ½ degree OTS waypoints is an operational change that introduces the use

of ½ degree waypoints into NAT OTS operations. Although both pilot procedures and ADS-C

conformance monitoring capabilities should mitigate the occurrence of lateral deviations

related to ½ degree waypoints, ACAS II provides an independent margin of safety should

lateral deviations occur during the RLatSM trial period.

b) ACAS II will provide a situational awareness tool that will enable pilots to be better prepared

to safely execute weather deviation and contingency procedures necessitating lateral deviations



(e.g., diversions and turn-backs). In the RLatSM operational environment, such deviations will

occur in airspace where the minimum lateral separation is to be 25 NM.

5.8 Pilot In-flight Contingency Procedures and Weather Deviation Procedures (Diversions, Turn-

backs, etc.):

In training and checking programs, operators shall place special emphasis on pilot knowledge of and

preparation to execute the Special Procedures for Inflight Contingencies in Oceanic Airspace

published in ICAO Doc 4444, paragraph 15.2 and Weather deviation procedures (paragraph 15.2.3).

Pilots must be aware that when crossing adjacent tracks without an ATC clearance, the potential

vertical separation provided by the In-flight Contingency Procedure is 500 ft. Pilots must use all the

steps called for in the Contingency Procedures to avoid conflict with other aircraft.

Pilots must also be aware that when unable to obtain an ATC clearance, Weather Deviation

Procedures call for a climb or descent of 300 ft. based on direction of flight and direction of

deviation, and, in addition, guidance to the pilot is to adjust the path of the aircraft, if necessary, to

avoid aircraft at or near the same flight level.

Pilots must stringently follow all measures for avoiding conflict with other aircraft provided for in

the Doc 4444 Contingency and Weather Deviation Procedures.

Explanation

5.8.1 The implementation of RLatSM (25 NM) separation and ½ degree track spacing significantly

reduces the distance and time a diverting aircraft has to manoeuvre when executing a diversion, turn-back or

weather deviation without an ATC clearance before approaching adjacent tracks. It also reduces the time

that a pilot has to obtain an ATC clearance. (An aircraft deviating from track can be in the proximity of

aircraft on an adjacent track within approximately 4 minutes, depending on the angle of deviation from

cleared track). In addition, as discussed above, the margin for safety for aircraft crossing adjacent tracks is

150 m (500 ft.) of vertical separation when executing In-flight Contingency Procedures.

5.9 RLatSM Operational policies (aircraft CNS system failure, data link system failure, etc.):

5.9.1 Objective. The guidance provided in section 5.9 is intended to apply during the RLatSM trials that

are scheduled to start on 12 November 2015. It is intended to supplement the Global Operational Data Link

Document (GOLD) guidance to controllers and flight crew on data link service failures and aircraft data link

system failures (GOLD paragraphs 4.9.4 and 5.9.4 respectively).

5.9.2 RLatSM Required CNS System Failure Prior to Departure. If a flight experiences a failure of an

RLatSM required CNS system PRIOR TO DEPARTURE, the flight should flight plan so as to remain

clear of NAT RLatSM tracks between FL 350-390 (inclusive).

5.9.3 RLatSM Required CNS System Failure After Departure But Prior to Entering On To

RLatSM Tracks Between FL 350-390 (Inclusive). If a flight experiences a failure of an RLatSM required

CNS system AFTER DEPARTURE BUT PRIOR TO ENTERING RLATSM AIRSPACE, the flight

should contact ATC and request a revised clearance that will keep it clear of NAT RLatSM tracks between

FL 350- 390 (inclusive).

5.9.4 RLatSM Required CNS System Failure After Entering On To RLatSM Tracks Between FL

350-390 (Inclusive). If a flight experiences a failure of an RLatSM required CNS system WHILE

OPERATING IN RLATSM AIRSPACE, ATC must be immediately advised. Such flights may be re-

cleared to exit RLatSM airspace, but consideration will be given to allowing the flight to remain in the

airspace, based on tactical considerations. (GOLD paragraph 4.9.4.8 refers).

5.9.5 Continuous Climb or Descent of Aircraft Not RLatSM Eligible. Any aircraft that is not RLatSM

eligible may request continuous climb or descent without intermediate level off through the vertical extent

of the NAT RLatSM airspace. Such requests will be considered on a tactical basis.



5.9.6 Altitude Reservation (ALTRV) Requests. ALTRV requests will be considered on a case by case

basis (as is done today regarding NAT MNPS airspace), irrespective of the RLatSM eligibility status of the

participating aircraft.

5.9.7 Contingency Situations. NAT RLatSM airspace restrictions are not applicable to aircraft

experiencing a contingency situation.

5.10 Domestic ATC Agency Contact:

Pilots are reminded to ensure that they contact the appropriate domestic ATC agency BEFORE

exiting oceanic airspace.

6. Websites

6.1 The ICAO EUR/NAT Office Website is at: www.icao.int/eurnat. Click on EUR & NAT

Documents >> NAT Documents to obtain NAT Operations and NAT Region Update Bulletins and related

project planning documents.

6.2 Job Aid Templates. Click on EUR & NAT Documents >> NAT Documents >> Job Aid

Templates for:

a) RNP 4 Job Aid Template (Application to conduct RNP 4 operations), and,

b) Data Link Job Aid Template (Operator Application to Conduct Data Link Operations).

7. Contacts

7.1 The following individuals may be contacted for information or to provide feedback on

RLatSM operations:

UK NATS

Jamie Hutchison

GM Prestwick Operations

E-mail: [email protected]

NAV CANADA

Gander Area Control Centre

P.O. Box 328

Gander, NL A1V 1W7

Attn: Jeffrey Edison

Manager, ACC Operations

Direct line: +1 709-651-5223


~~~~~~~~








A-9 NAT OPS Bulletin 2015-003 – RLatSM Special Emphasis Items A-9


ATTACHMENT A – SUMMARY OF RLATSM SPECIAL INTEREST ITEMS

CONTAINED IN THIS NAT OPS BULLETIN

1. Operator/Aircraft Eligibility and Flight Planning Provisions:

Only operators that are authorized RNP 4 and equipped with and operating CPDLC and ADS-C will be

eligible for RLatSM operations. In addition, the ICAO Flight Plan must be correctly annotated to indicate

that RLatSM required CNS systems are operational for the flight (section 4 refers).

2. Requirement to use the CNS equipment that is indicated in the flight plan:

The pilot must use that CNS systems indicated on the ICAO Flight Plan because ATC uses the Flight Plan

annotations in Items 10 and 18 to apply the reduced separation between aircraft (paragraph 5.1 refers).

The pilot must also confirm that RNP4 is inserted into the FMC to enable aircraft navigation system

monitoring and alerting against the required RNP4 Navigation Specification (paragraph 5.1 refers).

3. Aircraft Navigation Database (NDB) Waypoint Identifiers:

Aircraft NDB vendors and flight planning services should not provide operators with half-degree waypoint

identifiers in the ARINC 424, paragraph 7.2.5 “N-prefix” format (e.g., N5250 = 52o30’ NORTH

050o00’WEST).

NAT operators should use a full latitude/longitude (e.g., 13-character) input for waypoint coordinates.

NAT operators with an operational need to populate the aircraft NDB with a 5-character waypoint

identifier should ensure that the aircraft NDB vendors and flight planning services use an alternate half-

degree of latitude 5-character format e.g., H5250 = 52o30’ NORTH 050

o00’ WEST (paragraph 5.3 refers)

4. Pilot Training on Map and FMC Displays of ½ Degree and Whole Degree Waypoints:

Operator initial and re-current training programs and operations manuals must have incorporated training

and guidance to enable pilots to understand map and FMC displays of ½ degree and whole degree

waypoints (paragraph 5.2 and Attachment B Figure 1, Figure 2, and Figure 3 refer).

5. Pilot Procedures for Verifying Waypoint Degrees and Minutes Inserted into Aircraft Navigation

Systems:

Pilot Pre-flight and In-flight procedures must call for each pilot to independently display and verify the

DEGREES and MINUTES loaded into the Flight Management Computer (FMC) for each waypoint

defining the cleared route of flight. Procedures must call for both pilots to independently verify the

waypoint coordinates inserted and concur on their accuracy prior to route activation (paragraph 5.4 refers).

6. Pilot Track and Distance Check:

It is strongly recommended that pilot pre-flight and in-flight procedures call for the pilot to compare the

track and distance between waypoints shown on the Computer Flight Plan (CFP) to those displayed by the

FMC.

Pilots should be aware that waypoint insertion errors of ½ degree of latitude may in some cases result in

only small differences in track and distance, however, the track and distance check can help prevent

waypoint insertion errors of one degree or more that have been observed in oceanic operations.

Note: the currency of magnetic variation tables loaded into aircraft navigation databases and the point at

which the track is measured affect the track displayed on the FMC by as much as +/- 3 degrees (paragraph

5.5 refers)

7. Pilot Action When Notified By ATC of Possible Deviation From Cleared Track:

When ATC notifies the pilot that ATC systems indicate that the aircraft is not flying the cleared track, the

pilot shall immediately display the full DEGREES and MINUTES loaded into the FMC for the NEXT

waypoint, and verify against the cleared route.

A-10 NAT OPS Bulletin 2015-003 – RLatSM Special Emphasis Items A-10


8. Policy for Operational Airborne Collision Avoidance System II (ACAS II):

Prior to departure for flight on in airspace where RLatSM is applied, the ACAS II system shall be fully

operational for the pilot flying (i.e., the TA and RA visual display and audio function will be operative for

the pilot flying). If the ACAS II system is not fully operational for the pilot flying, the operator has the

option of requesting clearance to operate on a track and/or at a FL where RLatSM is not applied. If the

ACAS II system fails after departure, the aircraft may continue on the cleared route.

Note: The ACAS II (TCAS II) system must be a Version 7.0 or more recent version) (paragraph 5.7 refers)

9. Pilot In-flight Contingency Procedures and Weather Deviation Procedures (Diversions, Turn-

backs, etc.):

In training and checking programs, operators shall place special emphasis on pilot knowledge of and

preparation to execute the Special Procedures for Inflight Contingencies in Oceanic Airspace published in

ICAO Doc 4444, paragraph 15.2 and Weather deviation procedures (PANS-ATM, paragraph 15.2.3).

Pilots must be aware that when crossing adjacent tracks without an ATC clearance, the potential vertical

separation provided by the In-flight Contingency Procedure is 500 ft. Pilots must use all the steps called for

in the Contingency Procedures to avoid conflict with other aircraft.

Pilots must also be aware that when unable to obtain an ATC clearance, Weather Deviation Procedures call

for a climb or descent of 300 ft. based on direction of flight and direction of deviation, and, in addition,

guidance to the pilot is to adjust the path of the aircraft, if necessary, to avoid aircraft at or near the same

flight level.

Pilots must stringently follow all measures for avoiding conflict with other aircraft provided for in the Doc

4444 contingency procedures (paragraph 5.8 refers).

10. RLatSM Operational policies (aircraft CNS system failure, data link system failure, etc.):

Operators must be aware of the RLatSM operational policies posted in paragraph 5.9 In particular,

operators must be aware that all RLatSM required aircraft CNS systems must be operational PRIOR TO

DEPARTURE and PRIOR TO ENTRY on to RLatSM tracks between FL 350-390 (inclusive). In addition,

if RLatSM required aircraft systems fail WHILE OPERATING IN RLATSM AIRSPACE, ATC must be

advised immediately so that an appropriate course of action can be determined (paragraph 5.9 refers).

11. Domestic ATC Agency Contact:

Pilots are reminded to ensure that they contact the appropriate domestic ATC agency BEFORE exiting

oceanic airspace (paragraph 5.10 refers).

~~~~~~~~

B-11 NAT OPS Bulletin 2015-003 – RLatSM Special Emphasis Items B-11


ATTACHMENT B – EXAMPLE FMC AND MAP DISPLAYS (paragraph 5.2 refers)

Note: Figure 1, Figure 2 and Figure 3 are intended to support paragraph 5.2 [Pilot Training on Map and

FMC Displays of ½ Degree and Whole Degree Waypoints:].

Figure 1. Example FMC Display: Full Waypoint Latitude and Longitude (13-characters) inserted into FMC

1. 50 degrees-30 minutes North latitude, 20 degrees West longitude inserted into the FMC using full

latitude and longitude degrees, minutes and seconds (i.e., 13 characters)

2. The waypoint IDENT is truncated to 7 characters with no display of minutes of latitude.

Figure 2. Example Map Display: Full Waypoint Latitude and Longitude (13-characters) Inserted into FMC

1. 50 degrees-30 minutes North, 20 degrees West displayed is displayed in 7 characters.

2. Minutes of latitude are not displayed.

3. The Map display would be the same for 50 degrees North, 20 degrees West.

B-12 NAT OPS Bulletin 2015-003 – RLatSM Special Emphasis Items B-12


Figure 3. Example Map Display showing the potential for the same map display for different FMC inputs.

1. Top right FMC input: *N30°30.0’W050

2. Bottom right FMC input: *N30°W050°

* Significant NAT RLatSM waypoints are planned with whole and half degrees of latitude and whole degrees

of longitude. The two asterisked inputs are example of waypoints that will be used in RLatSM operations.

For a large number of aircraft FMS navigation displays, the waypoint input will result in the identical 7-

character waypoint map display.

Note: the following half-degree of longitude waypoints are not used in NAT operations for the RLatSM Trial

3. Top left FMC input: N30°30.0’W050°30.0’

4. Bottom left FMC input: N30°W050°30.0’

— END —

NAT OPS Bulletin 2015_002 Reykjavik DL Oceanic OCD V4.docx


Subject: Reykjavik Data Link Oceanic

Clearance Delivery (OCD)

Crew Procedures Version 4

Effective: 1 February 2015

The purpose of North Atlantic Operations Bulletin 2015_002 is to provide flight crew procedures related to

the delivery of oceanic clearances via data link to aircraft by the Reykjavik Oceanic Area Control Centre

(OAC).

The Reykjavik OAC provides an air traffic control service within the Reykjavik Oceanic Control Area

(OCA). Data Link Oceanic Clearance Delivery (OCD) service is provided via VHF and satellite to ACARS

equipped aircraft via network service providers ARINC and SITA.

Version 4 is effective on 1 February 2015.

This NAT OPS Bulletin Serial Number 2015_002 supersedes NAT OPS Bulletin, Serial Number: 2013-004.


Bjarni K. Stefansson

Reykjavik Oceanic Area Control Centre













The NAT OPS Bulletin Checklist available on www.paris.icao.int (EUR & NAT Documents,

NAT Documents), contains an up to date list of all current NAT Ops Bulletins.


acknowledged.

Reykjavik Data Link OCD Version 4 Page 2 of 13

Crew Procedures Effective 1 February 2015

REYKJAVIK DATA LINK

OCEANIC CLEARANCE DELIVERY (OCD)

CREW PROCEDURES

Reykjavik Oceanic Area Control Centre Operations Building



1. Contents

Contents ................................................................................................................................................... 3 Summary of Changes .............................................................................................................................. 4 Abbreviations .......................................................................................................................................... 4 1. Introduction ..................................................................................................................................... 5 2. Requesting Clearance ...................................................................................................................... 6 3. Clearance Delivery .......................................................................................................................... 7 4. Clearance Acknowledgement .......................................................................................................... 8 5. Clearance Negotiation ..................................................................................................................... 8 6. Reclearances .................................................................................................................................... 9 7. Time Revisions ................................................................................................................................ 9 8. RCL and CLA Errors ...................................................................................................................... 9 9. Terms Used in the ATC/ Line ....................................................................................................... 11 10. Explanation of Data Link Clearance Elements ......................................................................... 12

Any Queries relating to this document should be addressed to:



e-mail: [email protected]



2. Summary of Changes

The following changes have been made in this version of the document:

Paragraph Change

2.6 A note was added to explain the coverage limitations of Inmarsat data link.

3. Abbreviations ACARS Aircraft Communications, Addressing and Reporting System

AFIS Aerodrome Flight Information Service

ARINC * Aeronautical Radio Incorporated

CLA * Clearance Acknowledgement downlink message

CLX * Oceanic Clearance uplink message

CTA Control Area

ETA Estimated Time of Arrival

FDPS Flight Data Processing System

HF High Frequency

ICAO International Civil Aviation Organization

NAT North Atlantic

OAC Oceanic Area Control Centre

OCA Oceanic Control Area

OCD * Oceanic Clearance Delivery

OEP * Oceanic Entry Point

RCL * Request Oceanic Clearance downlink mesage

SITA * Société Internationale de Télécommunications Aéronautiques

TMI * Track Message Ident number

VHF Very High Frequency

* designates an abbreviation that is not included in ICAO DOC8400 – ICAO Abbreviations and

Codes.



4. 1. Introduction

1.1 The Reykjavik Oceanic Area Control Centre (OAC) provides an air traffic control service

within the Reykjavik Oceanic Control Area (OCA). Data Link Oceanic Clearance Delivery

(OCD) service is provided via VHF and satellite to ACARS equipped aircraft via network

service providers ARINC and SITA. If the flight crew is uncertain about any aspect of the

data link OCD process, they should contact:

Iceland Radio on HF, VHF or SATCOM voice; or

Reykjavik Control on VHF.

1.2 The OCD service is implemented in accordance with the standard “Data-Link Application

System Document (DLASD) for the Oceanic Clearance Data-Link Service” ED-106A. This

standard is also frequently referred to as the ARINC Specification 623 for Oceanic

Clearance.

1.3 There are no specific flight planning requirements for the Reykjavik OCD service.



5. 2. Requesting Clearance

2.1 Each operator of flights that can downlink RCL and CLA messages should ensure that

flight crews know how to address them to the Reykjavik OCD system.

2.2 The OCD transaction is initiated in all cases by a downlink oceanic clearance request

(RCL).

2.3 Any RCL must contain the following information, as a minimum:

Reykjavik Entry Point.

ETA for Entry Point.

Requested Mach Number.

Requested Flight Level.

Note: If the flight planned route does not contain a waypoint on the Reykjavik CTA

boundary then the Entry Point should be the next flight plan waypoint before the

Reykjavik CTA boundary. In such cases the entry point in the 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.

2.4 Crews may add remarks (RMK/) indicating the preferred alternative to the requested

clearance and maximum flight level that can be accepted at the Entry Point. Inclusion of

this information can assist the Reykjavik Controller and may expedite the clearance

delivery process.

2.5 The call sign in the RCL must match the aircraft identification as contained in the ICAO

flight plan, or the RCL will be rejected (see Section 8 – RCL and CLA Errors).

2.6 Reykjavik cannot issue oceanic clearances until coordination data has been received from

the adjacent air traffic control centre and the flight data has been activated within the

Reykjavik Flight Data Processing System (FDPS). This occurs a certain time before the

aircraft is estimated to enter the Reykjavik CTA and the time interval varies depending on

the control area from which the aircraft enters the Reykjavik CTA. The following can be

used as guidelines for the crew to determine when the RCL message can be accepted by the

Reykjavik FDPS:

Aircraft entering the Reykjavik CTA from

the following CTA

Send the RCL when the aircraft is less than

this many minutes from the Reykjavik CTA

Entry Point

Stavanger 25 minutes

Scottish 25 minutes

Edmonton 45 minutes (see note below)

Murmansk 30 minutes (see note below)

Rule of thumb:

Send RCL when 20-25 minutes from the Entry Point.

Note: Due to coverage limitations, aircraft equipped with Inmarsat data link cannot expect

to be able to obtain an oceanic clearance via data link when north of 82°N. Aircraft

that are equipped with Iridium and/or HF data link are not bound by the same

coverage limitations and should be able to obtain an oceanic clearance via data link

regardless of location.



2.7 If the RCL message is received in the Reykjavik FDPS before the flight data has been

activated by a coordination message from the transferring centre the FDPS will

automatically reject the RCL and send the following message to the aircraft:

RCL REJECTED

RCL SENT TOO EARLY

REQUEST AGAIN LATER

SEND RCL WHEN 25 MINUTES FROM THE BOUNDARY

2.8 The OCD service is not available for flights departing from airports in Iceland, Greenland

and the Faroe Islands. The oceanic clearance to those flights is delivered by the appropriate

Control Tower or AFIS before departure.

2.9 The crew shall under normal circumstances send the RCL message and obtain the oceanic

clearance before entering the Reykjavik CTA. There is however no technical limitation on

how late the RCL can be received by the Reykjavik FDPS – the system is even capable of

processing an RCL message received after the aircraft has entered the CTA.

2.10 The following message indicates that the RCL message has been received and accepted by

the Reykjavik FDPS:

RCL RECEIVED

IF NO CLEARANCE WITHIN 15 MINUTES

REVERT TO VOICE PROCEDURES

If this message is not received within 5 minutes of sending the RCL, the crew should

request the clearance via voice in accordance with paragraph 4.4.

2.11 The Reykjavik FDPS automatically responds to the RCL message. All possible responses

are detailed in Section 8.

6. 3. Clearance Delivery

3.1 Examples of data link oceanic clearances are provided in Section 10.

3.2 The crew must confirm that the callsign in the received CLX message matches the Flight

Plan callsign. If the call sign is not correct, the clearance is not valid and the crew must

request the oceanic clearance via voice in accordance with paragraph 4.4.

3.3 The OEP in the CLX message is normally a point on the Reykjavik CTA boundary. If the

flight planned route does not contain a waypoint on the Reykjavik CTA boundary then the

entry point in the CLX message will be a system calculated boundary crossing point.

Exceptions to this are the waypoints EPMAN, DARUB, JULET and LT.

3.4 All oceanic clearances contain the full route of flight to landfall. Clearances along

one of the NAT tracks will additionally include the track identifier (NAT A, NAT B

etc). Crews must check that the route co-ordinates received match the published NAT track

message and query any discrepancy using voice procedures.

3.5 The flight level contained in the data link oceanic clearance is the “cleared oceanic flight

level” for the purposes of complying with the lost communication procedures detailed in the

AIP Iceland ENR section 1.8.6 and the North Atlantic Regional Supplementary Procedures

(ICAO Doc 7030). If operating at a different level at the time of receipt of the oceanic

clearance, then a climb/descent clearance must be requested from the ATS Unit in whose

airspace the aircraft is operating – an oceanic clearance does NOT constitute a level change

instruction. If there is a concern, crews should contact their current air traffic controller.

3.6 If an aircraft is cleared via a different Entry Point from that requested, Reykjavik will

calculate an ETA and this will be shown in the clearance. If this ETA differs from that

calculated by the crew by 3 minutes or more, Reykjavik must be advised (See section 7).

ATC in the airspace immediately before the Oceanic Entry Point is responsible for



providing a revised route clearance to enable the flight to reach the new Oceanic Entry

Point.

3.7 The CLX may contain additional information, prefixed with the text “ATC/”. ATC/

messages are detailed in Section 9.

3.8 All Clearance messages terminate with the phrase- END OF MESSAGE. If this text is not

present, then data has been lost during transmission and the clearance must be ignored.

Crews must revert to voice procedures in accordance with paragraph 4.4.

7. 4. Clearance Acknowledgement

4.1 When a data link oceanic clearance (CLX) is received the crew shall:

a) Send a Clearance Acknowledgement message (CLA); or

b) Send a new RCL message (refer to Section 5).

4.2 Upon receipt of a valid CLA message, the Reykjavik FDPS will uplink a Clearance

Confirmed message. This message indicates that the data link oceanic clearance process is

complete and that no further action is required by the crew to acknowledge or verify the

oceanic clearance. The clearance transaction is not complete until the confirmation

message is received.

CLA RECEIVED

CLEARANCE CONFIRMED

If this message is not received within 5 minutes of sending the CLA, then the data link

oceanic clearance must be verified via voice in accordance with paragraphs 4.4 and 4.5.

4.3 If a CLA error message is received, the data link oceanic clearance must be verified via

voice in accordance with paragraphs 4.4 and 4.5 (see also Section 8 – RCL and CLA

Errors).

4.4 If a data link oceanic clearance must be verified or requested via voice then contact:



4.5 When verifying a data link oceanic clearance via voice the following information must be

provided:

ETA for the OEP;

The NAT track identifier (if operating on a NAT track);

The cleared oceanic route (if operating on a random route);

The cleared oceanic flight level (see paragraph 3.4); and

The cleared Mach number.

8. 5. Clearance Negotiation

5.1 When a data link oceanic clearance (CLX) is received, the crew may elect to send a new

RCL message if the clearance is not acceptable.

5.2 If a revised clearance is issued then the new CLXs will be annotated “RECLEARANCE 1”,

“RECLEARANCE 2” etc.

5.3 The reclearance with the highest reclearance number shall be acknowledged.



9. 6. Reclearances

6.1 The Reykjavik FDPS does not accept a new RCL once a CLA message has been received.

Any subsequent request for a change to the oceanic clearance shall be made on voice to:



10. 7. Time Revisions

7.1 If the data link oceanic clearance has been received, crews should advise the current

controller via voice if the ETA for the OEP changes by 3 minutes or more. This may result

in ATC providing a reclearance.

7.2 The OEP estimate used by ATC when producing the oceanic clearance is located next to the

OEP in the data link clearance message (see Section 10). This time should be used when

considering whether a time revision notification to ATC is necessary. Crews should be

aware that this time may not coincide with the OEP estimate they sent in the RCL.

11. 8. RCL and CLA Errors RCL Errors

Error Message Message Meaning and Crew Action

RCL REJECTED

ERROR IN MESSAGE


Meaning: An error has been detected in the RCL

received by the Reykjavik OCD system.

Crew action: The oceanic clearance must be

requested via voice (see paragraph 4.4).

RCL REJECTED

REGISTRATION DOES NOT MATCH

FLIGHT PLAN


Meaning: The aircraft registration in the RCL

does not match the registration in the flight plan

in the Reykjavik FDPS.



RCL REJECTED

FLIGHT PLAN NOT HELD


Meaning: The Reykjavik FDPS does not have a

flight plan for the flight.

Crew action: Check that the correct callsign was

used. Amend and re-request.

OR

The oceanic clearance must be requested via

voice (see paragraph 4.4).

RCL REJECTED

MULTIPLE FLIGHT PLAN HELD


Meaning: The Reykjavik FDPS holds more than

one flight plan for flight.



RCL REJECTED

CLEARANCE HAS BEEN SENT TO

ICELAND RADIO


CONTACT ICELAND RADIO FOR

CLEARANCE

Meaning: The clearance has already been sent to

Iceland Radio for delivery on voice.

Crew action: Contact Iceland Radio on voice for

the clearance (see paragraph 4.4).



RCL REJECTED

REQUEST BEING PROCESSED

AWAIT TRANSACTION COMPLETION

Meaning: The crew has sent a new RCL while

the previous one is still being processed by the

Reykjavik FDPS.

Crew action: Await clearance issued on the

basis of the original RCL, then input new RCL

if required.

RCL REJECTED

INVALID FLIGHT PLAN STATUS


Meaning: The status of the flight plan in the

Reykjavik FDPS is not appropriate for

processing of an RCL message.



RCL REJECTED

RCL SENT TOO EARLY

REQUEST AGAIN LATER

SEND RCL WHEN 25 MINUTES FROM THE

BOUNDARY

Meaning: The flight plan has not yet been

activated in the Reykjavik FDPS (see

paragraphs 2.6-2.7).

Crew action: Send the RCL when 25 minutes

from the Reykjavik CTA boundary.

RCL REJECTED

CLEARANCE CANCELLED


TRANSACTION TIMED OUT

Meaning: The transaction has timed out in the

Reykjavik FDPS.



CLA Errors


CLA REJECTED

CLEARANCE CANCELLED


Meaning: The CLA received by the Reykjavik

OCD system did not match the data link oceanic

clearance or an error has been detected in the

CLA.

Crew action: The data link oceanic clearance

received by the crew is not valid. The oceanic

clearance must be requested via voice (see

paragraph 4.4).

CLA REJECTED

REGISTRATION DOES NOT MATCH

FLIGHT PLAN


Meaning: The aircraft registration in the CLA





CLA REJECTED

CLEARANCE CANCELLED




Reykjavik FDPS before the CLA was received.





12. 9. Terms Used in the ATC/ Line

LEVEL CHANGE The flight level in the clearance is different from the flight

level requested in the RCL message.

MACH CHANGE The speed in the clearance is different from the speed

requested in the RCL message.

ENTRY POINT CHANGE

<position>

The entry point in the clearance is different from the entry

point requested in the RCL message.

ROUTE AMENDMENT The route in the clearance is different from the route in the

flight plan.

CLEARANCE LIMIT The clearance limit in the clearance is different from the

destination in the flight plan.



13. 10. Explanation of Data Link Clearance Elements

CLX 1259 100603 BIRD CLRNCE 026

SAS903 CLRD TO KEWR VIA ISVIG

RANDOM ROUTE

63N010W 63N020W 63N030W 62N040W 60N050W PRAWN YDP

FM ISVIG/1314 MNTN F360 M082

END OF MESSAGE


UAL941 CLRD TO KORD VIA BARKU

NAT A

BARKU RATSU 62N020W 63N030W 62N040W 60N050W PRAWN

YDP

FM BARKU/1314 MNTN F340 M082

ATC/LEVEL CHANGE

END OF MESSAGE

Message identifier

The route is not a

NAT track

Time and date (2010, June 03)

Reykjavik OAC

Data link clearance

sequence number

Callsign Destination and

Oceanic Entry Point

Cleared route

An “ATC” comment

indicates that the clearance

is different from what was

requested in the RCL or

FPL.

Cleared Mach number

Cleared oceanic flight level (see paragraph 3.4)

If this line does not appear, the clearance

may be incomplete (see paragraph 3.7)

Estimate for Oceanic Entry Point used by

ATC when assigning the clearance.

Note: This element is not a restriction or an

instruction (see section 7)

NAT Track

identifier



Abbreviations used in data link oceanic clearance messages

ATC Air Traffic Control

CLRD Cleared

CLRNCE Clearance

CLX Clearance uplink message

F Flight level

FM From

M Mach

MNTN Maintain

NAT North Atlantic Track

- END -

NAT OPS Bulletin 2015_001 Gander OCD CorrectedV23rev1.docx page 1 of 1

Serial Number: 2015_001 (Corrected)

Subject: Gander Data Link Oceanic


Crew Procedures

Effective: 13 January 2015

The purpose of North Atlantic Operations Bulletin 2015_001 is to promulgate corrected Version 23rev1 of

the Gander Oceanic Clearance Delivery via data link procedures on behalf of the Gander Oceanic Area

Control Centre. Version 23 is effective on 13 January 2015.

This NAT OPS Bulletin supersedes NAT OPS Bulletin, Serial Number: 2014-007.

Summary of Changes – Corrected

Corrected Version 23rev1 contains amendments to the following sections:

Appendix A: Oceanic Entry Points (OEPs) –

URSAP removed, URTAK added

ALTOD removed, AVUTI added

Problem reports may be emailed to NAV CANADA at [email protected].















acknowledged.

Gander Data Link OCD Crew Procedures

Corrected Version 23-rev1

Page 1 of 12 13 Jan 2015

GANDER DATA LINK

OCEANIC CLEARANCE DELIVERY (OCD) CREW PROCEDURES

Gander Oceanic Area Control Centre Operations Building



Page 2 of 12 13 Jan 2015

Contents Contents ...............................................................................................................2 Section 1 Summary of Changes ......................................................................3 Section 2 Introduction......................................................................................4 Section 3 Connecting to System .....................................................................4 Section 4 Requesting Clearance .....................................................................5 Section 5 Clearance Delivery ..........................................................................5 Section 6 Clearance Negotiation .....................................................................6 Section 7 Clearance Acknowledgement ..........................................................6 Section 8 Reclearances ..................................................................................7 Section 9 Time Revisions ................................................................................7 Section 10 RCL and CLA Errors........................................................................7 Appendix A – Oceanic Entry Points (OEPs) (north to south) ................................9 Appendix B – Terms Used in the ATC/ Line .........................................................9 Appendix C – Abbreviations..................................................................................9 Appendix D – Crew Check Lists...........................................................................10 Appendix E – Examples of Data Link Oceanic Clearances................................. 11



Page 3 of 12 13 Jan 2015

Section 1 Summary of Changes Version 23 contains amendments to the following section: Appendix A: URSAP removed, URTAK added ALTOD removed, AVUTI added



Page 4 of 12 13 Jan 2015

Section 2 Introduction 2.1 Gander Oceanic Area Control Centre (OACC) provides air traffic control services within the

Gander Oceanic Control Area (OCA). Data link Oceanic Clearance Delivery (OCD) service is provided by means of VHF and satellite to ACARS equipped aircraft via communications service providers ARINC and SITA. Operators intending to participate in the OCD process are required to contact their communications service provider and indicate that they would like to receive the service.

2.2 Flight crews uncertain about any aspect of the data link OCD process should contact

Gander Clearance Delivery between the hours of 2330Z – 0730Z (DST 2230Z – 0630Z), when within 200 NM of a Gander Clearance Delivery frequency. Outside of those hours or when the flight will not pass within 200NM of a Gander Clearance Delivery frequency they should contact the current controller when the flight is no more than 90 minutes from the Oceanic Entry Point (OEP).

Notes

a) OEPs are listed in Appendix A;

b) Gander Clearance Delivery frequencies and locations are listed in the Transport Canada Aeronautical Information Manual (AIM), RAC 11.8.3 (a) (i);

c) The Transport Canada AIM is available at http://www.tc.gc.ca/CivilAviation/publications/tp14371/menu.htm.

2.3 Flights intending to receive an unsolicited clearance or that are not capable of sending a Request for Clearance (RCL) downlink message via data link OCD should include ‘AGCS’ in field 18 of the ICAO flight plan.

2.4 Flights intending to receive an unsolicited clearance in a particular format are to contact their communications service provider.

2.5 Crews should not attempt to correct RCL or Clearance Acknowledgement (CLA) downlink message problems on a control frequency. Technical problems should be reported in accordance with the Operator’s standard procedures. Problem reports may be emailed to NAV CANADA at [email protected].

2.6 Flight crews in receipt of a data link oceanic clearance from Gander OACC while in the New

York OCA but subsequently routing through Gander Domestic airspace before re-entering the North Atlantic (NAT) Region should not modify the flight management computer (FMC) prior to exiting the New York OCA. Modifications in accordance with the oceanic clearance should be executed while within Gander Domestic airspace.

Section 3 Connecting to System 3.1 Each operator of flights that can downlink RCL and CLA messages should ensure that

flight crews know how to address them to the Gander OCD system.

3.2 Flights equipped to send an RCL should:

Not include ‘AGCS’ in field 18 of the ICAO flight plan; and

Follow the procedures in Section 4 – Requesting Clearance.

3.3 Flights not equipped to send an RCL, but equipped to receive a data link oceanic clearance should:

Include ‘AGCS’ in field 18 of the ICAO flight plan; and

http://www.tc.gc.ca/CivilAviation/publications/tp14371/menu.htm





Page 5 of 12 13 Jan 2015

Expect to receive their data link oceanic clearances automatically. If the data link oceanic clearance is not received by 30 minutes prior to the OEP, the oceanic clearance must be requested via voice (see paragraph

5.4).

Section 4 Requesting Clearance 4.1 Flights so equipped should request the clearance by sending the RCL. Flights not

equipped to send an RCL must complete the ACARS logon and expect a clearance as per paragraph 3.3.

4.2 The RCL should contain the following information:

An appropriate OEP (See Appendix A)

An accurate ETA for the OEP

The requested Mach Number

The requested Flight Level

The highest acceptable Flight Level which can be attained at the OEP Example: (RCL-AFR023-SUPRY/2340 M0820 F370 -RMK/MAX FL380)

4.3 The RCL should be sent when or soon after the flight is 90 minutes from the estimated time for the OEP. A significant delay or complete failure to send the RCL will result in the flight not receiving a data link clearance. The oceanic clearance will then have to be requested via voice.

4.4 Flights departing from airports less than 45 minutes flying time from the OEP should request clearance 10 minutes prior to start up.

4.5 Flights departing from airports 45-70 minutes flying time from the OEP should request clearance as soon as practicable after departure.

4.6 The call sign in the RCL must match the aircraft identification as contained in the ICAO flight plan, or the RCL will be rejected. (see Section 10 – RCL and CLA Errors)

4.7 Under some circumstances, a data link oceanic clearance may be received prior to the RCL being sent.

4.8 The following message indicates that the RCL has been received: IF NO CLEARANCE RECEIVED WITHIN 30 MINUTES OF OCEANIC ENTRY POINT REVERT TO VOICE PROCEDURES END OF MESSAGE.

If this message is not received within 5 minutes of sending the RCL, the crew should request the clearance via voice (see paragraph 5.4).

Section 5 Clearance Delivery 5.1 Examples of data link oceanic clearances are provided in Appendix E.

5.2 If the call sign in the data link oceanic clearance is not correct, the clearance is not valid and the crew must request the oceanic clearance via voice (see paragraph 5.4).

5.3 If the flight is cleared to operate on a NAT track, the crew must confirm that the route coordinates match those published in the current NAT track message. If there is a discrepancy, the crew should verify that they have the current NAT track message. If there is still a discrepancy, the clearance is not valid and the crew should request the oceanic clearance via voice in accordance with the procedures published in the Transport Canada Aeronautical AIM, RAC 11.8.

5.4 If the data link oceanic clearance is not received by 30 minutes prior to the OEP the crew must request the oceanic clearance via voice in accordance with the procedures published in the Transport Canada AIM, RAC 11.8.



Page 6 of 12 13 Jan 2015

5.5 The flight level contained in the data link oceanic clearance is the “cleared oceanic flight level” for the purposes of complying with the lost communication procedures detailed in the Transport Canada AIM, RAC 11.20, the Canada Flight Supplement and the North Atlantic Regional Supplementary Procedures (ICAO Doc 7030). ATC is responsible for providing a clearance to enable the flight to reach this flight level before reaching the OEP. If there is a concern, crews should contact their current controller.

5.6 The data link oceanic clearance may include a reroute to an oceanic entry point which is different from the current cleared route and/or may specify an oceanic entry point which is different from the flight plan. In all cases, flights should continue to operate in accordance with the current cleared route until a verbal reclearance is received from ATC.

5.7 If the clearance does not contain the line END OF MESSAGE, it is possible that the clearance was not complete. Crews must verify the clearance via voice (see paragraphs 7.4 and 7.5).

Section 6 Clearance Negotiation 6.1 Amendments to the data link oceanic clearance should be requested via voice. Flights

equipped to send an RCL should send one before requesting the amendment via voice.

6.2 Amendments to the data link oceanic clearance should be requested by contacting Gander Clearance Delivery between the hours of 2330Z – 0730Z (DST 2230Z – 0630Z), when within 200NM of a Gander Clearance Delivery frequency. Outside of those hours or when the flight will not pass within 200NM of a Gander Clearance Delivery frequency crews should contact the current controller when the flight is no more than 90 minutes from the OEP.

Section 7 Clearance Acknowledgement 7.1 When the data link oceanic clearance is received, flights equipped to send a Clearance

Acknowledgement (CLA) should do so. Flights not equipped to send a CLA must verify the data link oceanic clearance via voice in accordance with paragraphs 7.4 and 7.5.

7.2 The following message indicates that the data link oceanic clearance process is complete and that no further action is required by the crew to acknowledge or verify the oceanic clearance: CLA RECEIVED CLEARANCE CONFIRMED END OF MESSAGE.

If this message is not received within 5 minutes of sending the CLA, then the data link oceanic clearance must be verified via voice in accordance with paragraphs 7.4 and 7.5.

7.3 If a CLA error message is received, the data link oceanic clearance must be verified via voice in accordance with paragraphs 7.4 and 7.5. (see also Section 10 – RCL and CLA Errors)

7.4 If a data link oceanic clearance must be verified via voice, contact Gander Clearance Delivery between the hours of 2330Z – 0730Z (DST 2230Z – 0630Z), when within 200NM of a Gander Clearance Delivery frequency. Outside of those hours or when the flight will not pass within 200NM of a Gander Clearance Delivery frequency, crews should contact the current controller when the flight is no more than 90 minutes from the OEP.

7.5 When verifying a data link oceanic clearance via voice the following information must be provided:

ETA for the OEP;







Page 7 of 12 13 Jan 2015

Section 8 Reclearances 8.1 When a data link oceanic clearance is amended, it will include the ATC/ line and the

RECLEARANCE line (see Appendix E for examples of reclearances).

8.2 The ATC/ line will list which item (or items) of the clearance was changed from the previously issued clearance. The terms used in the ATC/ line are explained in Appendix B.

8.3 The RECLEARANCE line will contain a number from 1 to 9, to identify the first and subsequent reclearances.

8.4 The CLA should be sent for the clearance with the highest RECLEARANCE number.

8.5 If unable to send a CLA, the clearance should be verified via voice (see paragraphs 7.4 and 7.5).

8.6 If the reclearance does not contain the line END OF MESSAGE, it is possible that the clearance was incomplete. Crews must verify the clearance via voice (see paragraphs 7.4 and 7.5).

Section 9 Time Revisions 9.1 If the data link oceanic clearance has been received, crews should advise the current

controller via voice if the ETA for the OEP changes by 3 minutes or more. This may result in ATC providing a reclearance.

9.2 Crews should be aware that the time located next to the OEP in the data link clearance message (see Appendix E) is not a restriction or an instruction and may not coincide with the OEP estimate they sent in the RCL. This time should be used when considering whether a time revision notification to ATC is necessary.

Section 10 RCL and CLA Errors

RCL errors

RCL RECEIVED GANDER CLEARANCE NOT ACKNOWLEDGED SEND DATALINK ACCEPTANCE NOW

Meaning: There has been no CLA received in response to the data link oceanic clearance within the expected timeframe.

Crew Action: If no CLA has been sent, send it immediately. If a CLA has been sent then crew should operate in compliance with paragraph 7.2.

SERVICE NOT AVAILABLE REVERT TO VOICE PROCEDURES END OF MESSAGE

Meaning: The Gander OCD data link was not available when the RCL was sent.

Crew action: The oceanic clearance must be requested via voice (see paragraph 5.4).

RCL REJECTED ERROR IN MESSAGE REVERT TO VOICE PROCEDURES END OF MESSAGE

Meaning: There was a formatting error in the RCL received by the Gander OCD system.


RCL REJECTED CALLSIGN IN USE REVERT TO VOICE PROCEDURES END OF MESSAGE

Meaning: The call sign in the RCL matches a call sign associated with another aircraft.




Page 8 of 12 13 Jan 2015

RCL REJECTED FLIGHT PLAN NOT HELD END OF MESSAGE

Meaning: The Gander OCD system does not have a flight plan for the flight.


RCL REJECTED INVALID REGISTRATION END OF MESSAGE

Meaning: The aircraft registration in the RCL does not match the registration in the flight

plan in the Gander OCD system.


RCL REJECTED INVALID OCEAN ENTRY POINT REVERT TO VOICE PROCEDURES END OF MESSAGE

Meaning: The route requested in the RCL did not contain a valid OEP.


RCL REJECTED RCL SENT TOO EARLY REQUEST AGAIN LATER END OF MESSAGE

Meaning: The time for the OEP included in the RCL was more than 90 minutes from the current time.

Crew action: Send another RCL not earlier than 90 minutes but not later than 30 minutes prior to the OEP.

RCL REJECTED RCL RECEIVED TOO LATE REVERT TO VOICE PROCEDURES END OF MESSAGE

Meaning: The RCL was received by the Gander OCD system less than 30 minutes before the time estimated for the OEP.


CLA errors

CLA REJECTED RCL NOT RECEIVED REVERT TO VOICE PROCEDURES

Meaning: The data link oceanic clearance was sent before the RCL was received. The

CLA is correct, but some information must be verified via voice.

Crew action: Contact ATC in accordance with paragraph 7.4 and verify only the estimate for the OEP, the data link sequence number and the reclearance number if present (see Appendix E for examples of data link oceanic clearance formats).

CLA REJECTED ERROR IN MESSAGE REVERT TO VOICE PROCEDURES END OF MESSAGE

Meaning: There was a formatting error in the CLA received by the Gander OCD system.

Crew action: The data link oceanic clearance must be verified via voice (see paragraphs

7.4 and 7.5).

CLA REJECTED CLEARANCE CANCELLED REVERT TO VOICE PROCEDURES END OF MESSAGE

Meaning: The CLA received by the Gander OCD system did not match the data link oceanic clearance.

Crew action: The data link oceanic clearance received by the crew is not valid. The oceanic clearance must be requested via voice (see paragraph 5.4).



Page 9 of 12 13 Jan 2015

Appendix A – Oceanic Entry Points (OEPs) (north to south)

AVPUT SAVRY JANJO ELSIR TALGO

CLAVY URTAK LOMSI JOOPY

EMBOK AVUTI NEEKO NICSO

KETLA CUDDY RIKAL PORTI

MAXAR DORYY TUDEP SUPRY

PIDSO HOIST ALLRY VODOR

Appendix B – Terms Used in the ATC/ Line

LEVEL CHANGE The expected flight level in the reclearance is different from the previously issued clearance.

MACH CHANGE The speed in the reclearance is different from the previously issued clearance.

ROUTE CHANGE The route contained is a change from the filed flight plan or the route in the reclearance is different from the previously issued clearance Note: If the previously issued clearance was on a NAT track, the route description will change to RANDOM ROUTE.

Appendix C – Abbreviations

Abbreviations used in this document

ACARS Aircraft Communications, Addressing and Reporting System

AGCS Air Ground Communications System

AIM Aeronautical Information Publication


CLA Clearance Acknowledgement downlink message

DST Daylight Standard Time

ETA Estimated time of arrival

NAT North Atlantic

NM Nautical Mile(s)

OACC Oceanic Area Control Centre


OCD Oceanic Clearance Delivery

OCP Oceanic Clearance Processor

OEP Oceanic Entry Point

RCL Request for Clearance downlink message



Page 10 of 12 13 Jan 2015



CLRD Cleared

CLRNCE Clearance sequence identifier

CLX Clearance uplink message identifier

F Flight Level

FM From

M Mach

NAT North Atlantic track

Appendix D – Crew Check Lists

Aircraft equipped to send an RCL:

1 Complete ACARS logon (see paragraph 3.1)

2 Send the RCL (see Section 4 – Requesting Clearance)

3 Ensure confirmation message is received (see paragraph 4.8)

4 If error message received, take appropriate action (see Section 10 – RCL and CLA Errors)

5 Receive data link oceanic clearance (see Section 5 – Clearance Delivery)

6 Confirm call sign in clearance matches the call sign in the flight plan (see paragraph 5.2)

7 Confirm that route coordinates are correct (see paragraph 5.3)

8 Send CLA (see paragraph 7.1)



11 Advise ATC via voice if the ETA for the OEP changes by 3 minutes or more (see Section 9 – Time Revisions).

Aircraft not equipped to send an RCL:





5 If able, send CLA (see paragraph 7.1)

Ensure confirmation message is received (see paragraph 7.2)

If error message received, take appropriate action (see Section 10 – RCL and CLA Errors)

6 Verify clearance via voice (see paragraphs 7.4 and 7.5)




Page 11 of 12 13 Jan 2015

Appendix E – Examples of Data Link Oceanic Clearances

Explanation of data link clearance elements

Time and date (2006, February 24)

Message identifier Gander ACC

Data link clearance sequence number

Call sign

Route description

CLX 1259 060224 CZQX CLRNCE 026

ACA123 CLRD TO LFPG VIA NEEKO

NAT W

Destination and OEP

Assigned route

NEEKO 54NO50W 56N040W 57N030W 57N020W PIKIL SOVED

FM NEEKO/1348 MNTN F330 M082

END OF MESSAGE

Assigned Mach number


If this line does not appear, the clearance may be incomplete (see paragraph 5.7)

OEP estimate used by ATC when assigning the clearance. Note: This additional element is not a restriction or an instruction (see Section 9).

Example 1 – clearance on a NAT track


ABC123 CLRD TO LFPG VIA NEEKO

NAT W

NEEKO 54N050W 56N040W 57N030W 57N020W PIKIL SOVED


END OF MESSAGE



Page 12 of 12 13 Jan 2015

Example 2 – clearance on a random route


ABC456 CLRD TO EGLL VIA TUDEP

RANDOM ROUTE

TUDEP 52N050W 53N040W 53N030W 52N020W LIMRI DOLIP

FM TUDEP/1632 MNTN F350 M080

END OF MESSAGE

Example 3 – reclearance from the clearance in Example 1


ABC123 CLRD TO LFPG VIA NEEKO

RANDOM ROUTE

NEEKO 54N050W 55N040W 56N030W 57N020W PIKIL SOVED


ATC/ ROUTE CHANGE LEVEL CHANGE

RECLEARANCE 1

END OF MESSAGE




RANDOM ROUTE



ATC/ MACH CHANGE

RECLEARANCE 1

END OF MESSAGE




RANDOM ROUTE



ATC/ ROUTE CHANGE

RECLEARANCE 2

END OF MESSAGE

NAT OPS Bulletin 2014_006 Impl 50NM LatSep SantaMaria.docx


Subject: Implementation of 50NM Lateral

Separation in Santa Maria Oceanic CTA

Issued: 20 February 2014

The purpose of North Atlantic Operations Bulletin 2014_006 is to promulgate information on the

implementation of a 50NM Lateral Separation in Santa Maria oceanic CTA.

The purpose of this bulletin is to advise pilots and operators of the introduction of 50NM lateral separation

between RNAV10 (RNP10) and/or RNP4 approved aircraft in Santa Maria Oceanic CTA

For further Information, please contact:

Cirilo Araújo

Head of Air Traffic Services, Santa Maria FIR

NAV Portugal E.P.E

Phone: +351 296 820 504









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.




acknowledged.

1.

AIP AIC: 003 - 2014 APublication Date: 06-Feb-2014

PORTUGAL

IMPLEMENTATION OF 50NM LATERAL SEPARATION IN SANTA MARIA OCEANIC CTA

Phone: +.351.21.855 35 06

Fax: +.351.21.855 33 99

AFS: LPPPYOYC

Email: [email protected]

DSEQSafety, Strategic and Quality

DirectorateAeronautical Information Service

Apartado 8223 1803-001 Lisboa Codex

1. IntroductionThe NAT Systems Planning Group (NAT SPG) is working on a plan for the transition from the NAT MNPS navigation specification to the ICAO PBN environment in conformance with the ICAO policies and guidance specified in the PBN Manual (Doc 9613) specifically the RNAV10 (RNP10) navigation specification. The NAT MNPS specification has been effective since 1976, in an area of applicability within most of the NAT Region covering the whole Santa Maria Oceanic CTA between F290 and F410 where lateral separation has been 60NM or 1 degree latitude.

In accordance with the ICAO PANS ATM Doc 4444, the standard lateral separation between any combination of RNAV10 (RNP10) and/or RNP4 certified aircraft flying parallel or non-intersecting tracks is 50NM which is already implemented in many areas across the world, inclusive adjacent airspace sharing extensive boundaries to Santa Maria Oceanic CTA.

A survey indicated that more than 96% of the aircraft operating in Santa Maria CTA is certified RNAV10 (RNP10) and/or RNP4. The introduction of 50NM standard lateral separation in Santa Maria Oceanic CTA is an initiative not only to progress towards the NAT goal of implementing PBN, but also for alignment with adjacent airspace as well as to increase airspace efficiency.

2. Purpose of CircularThe purpose of this circular is to advise pilots and operators of the introduction of 50NM lateral separation between RNAV10 (RNP10) and/or RNP4 approved aircraft in Santa Maria Oceanic CTA.

3. Area of applicabilitySanta Maria Oceanic CTA provided that a portion of the route is within, above or below MNPS vertical boundaries.

4. Aircraft eligibility

Aircraft must be approved RNAV10 (RNP10) and/or RNP4 to be eligible for 50NM lateral separation.

Note. – The ICAO Performance-based Navigation (PBN) Manual (Doc 9613) provides guidance on aircraft approval, operations and maintenance programs for initial achievement and continued compliance with RNAV10 (Designated and Authorized as RNP10) and RNP4.

5. Deterioration of aircraft navigation capabilities

Crews must advise ATC of any deterioration or failure of the navigation equipment that cause navigation performance to fall below RNAV10 (RNP10) required level.

2.

6. Provisions for accommodating non-eligible aircraft

There are no restrictions for accommodating aircraft that are not eligible for 50NM lateral separation in Santa Maria Oceanic CTA, thus not approved RNAV10 (RNP10) and/or RNP4. The 60NM standard separation minimum will be applied between these aircraft and other aircraft as long as MNPS approved.

7. Flight planning requirements

All procedures and guidance set forth in both NAT SUPPS (Doc 7030) and NAT MNPS Operations and Airspace Manual (NAT Doc 007) should continue to be taken into account.

When planning to operate with an approved MNPS aircraft in Santa Maria Oceanic CTA MNPS airspace, in addition to letter “X” filed in item 10 of the flight plan, to inform that an aircraft is approved RNAV10 (RNP10) and/or RNP4 and eligible for the application 50NM lateral separation, operators must comply with the flight planning requirements established in PANS ATM Doc ICAO 4444:

• Indicate in item 10 the letter:• R for RNP specification

• Indicate in item 18:

• PBN/A1 (RNAV10 /RNP10) and/or• PBN/L1 (RNP4)

8. Effective date

The application of 50NM lateral separation in Santa Maria CTA will commence on March 6th 2014.

9. Points of contact

For further information, please contact:

Cirilo AraújoHead of Air Traffic Services, Santa Maria FIRNAV Portugal E.P.E.Phone: +351 296 820 504Email: [email protected]

=END=


Subject: Automatic Dependent

Surveillance-Broadcast (ADS-B)

Issued:18 February 2014

The purpose of North Atlantic Operations Bulletin 2014_005 is to promulgate information concerning

Automatic Dependent Surveillance-Broadcast (ADS-B) within the Gander OCA on behalf of NAV

CANADA, the air navigation services provider for Canada.

This NAT OPS Bulletin supersedes NAT OPS Bulletin, Serial Number: 2012-022

This information was promulgated by Canada as AIC 29/13.

For question concerning AIC 29/13, please contact:

Doug Dillon

Manager, ACC Operations, Gander Area Control Centre

NAV CANADA

P.O. Box 328

Gander, NL A1V-1W7

Direct line: 709-651-5223
















acknowledged.

AERONAUTICAL INFORMATION CIRCULAR 29/13

AUTOMATIC DEPENDENT SURVEILLANCE—BROADCAST SERVICE IN THE GANDER OCEANIC CONTROL AREA

(supersedes AIC 44/11) Introduction

Beginning February 2012, Gander area control centre (ACC) has been providing Automatic Dependent Surveillance–Broadcast (ADS-B) service to eligible aircraft operating within the southern Greenland portion of the Gander oceanic control area (OCA) (see map below). This aeronautical information circular (AIC) supplements information contained in AIC 31/11 regarding NAV CANADA ADS-B planning and services.

Yellow area: existing combined radar and ADS-B coverage

Red area: ADS-B coverage over southern Greenland

Note: Cette information est aussi disponible dans l’autre langue officielle.

Operational Use of ADS-B over Southern Greenland

The application of five-mile separation has been approved for use between ADS-B aircraft. However, the provision of effective air traffic services (ATS) surveillance services requires identification of the vast majority of aircraft operating within the airspace to ensure that the separation standard is maintained while other services are being provided. Although the number of eligible ADS-B aircraft has been steadily increasing since NAV CANADA initiated continental ADS-B services in 2009, the overall percentage of eligible aircraft operating within the North Atlantic (NAT) region is not yet sufficient to allow air traffic control (ATC) to provide a full range of surveillance services. Therefore, and until such time that the percentage of eligible aircraft increases to the point where additional services can be feasibly offered, ADS-B service over southern Greenland will be used primarily to aid in the provision of optimum vertical profiles to eligible aircraft.

With the commencement of service in February 2012 ADS-B has been used to provide flight level changes over southern Greenland in scenarios where the availability of ADS-B permits identified aircraft to climb or descend though the flight level of other ADS-B equipped aircraft. As of April 2013, Gander ACC has been able to consider flight level requests which would result in eligible aircraft operating with in-trail spacing of ten nautical miles.

Flight Crew and ATC Procedures

Because of the combination of eligible and non-eligible aircraft operating, all aircraft intending to transit the southern Greenland portion of the Gander OCA are expected to continue to flight plan in accordance with procedures outlined in NAT Doc 007, North Atlantic Operations and Airspace Manual, published by the International Civil Aviation Organization (ICAO). As always, flight crews are encouraged to request any changes, including flight level, to optimize the flight profile.

Where it is determined, following a request from the flight crew, that a flight level change can be attained because of the availability of ADS-B, the following steps can be expected:

• A very high frequency (VHF) control frequency will be assigned to the required flights by

ATC, either directly via controller-pilot data link communications (CPDLC) or via high frequency (HF) voice through the Gander international flight service station (IFSS) (Gander Radio).

• Once VHF contact has been established, the flights involved will be informed by ATC that identification has been established.

• The requested climb or descent clearance will be issued by ATC either via CPDLC or through the assigned VHF control frequency.

For climb and descend through scenarios, after the flight level change has been completed and vertical separation re-established, flight crews will normally be informed by ATC that surveillance services are terminated and subsequently returned to their previously assigned frequency.

Flight crews are advised that aircraft will not normally be informed of ADS-B identification unless a specific operational advantage, such as a flight level change, can be attained.


Further Information


Doug Dillon, Manager ACC Operations, Gander Area Control Centre NAV CANADA P.O. Box 328 Gander, NL A1V 1W7





NAT OPS Bulletin 2014_004 Trial RLatSM ICAONATReg.docx


Subject: Reduced Lateral Separation

Minimum (RLatSM)


The purpose of North Atlantic Operations Bulletin 2014_004 is to promulgate information on the

implementation of a 25NM RLatSM trial in the NAT Region.


Doug Dillon


NAV CANADA

P.O. Box 328

Gander, NL A1V-1W7

















acknowledged.

NAT OPS BULLETIN 2014_004 – Trial Implementation of RLatSM in the ICAO NAT Region


TRIAL IMPLEMENTATION OF RLATSM IN THE ICAO NAT REGION

INTRODUCTION OF A TRIAL OF A 25 NAUTICAL MILE REDUCED LATERAL SEPARATION

MINIMUM IN THE NORTH ATLANTIC REGION

Introduction

Advancements in aircraft avionics and air traffic management flight data processing systems have driven analysis of whether the lateral separation standard in the current North Atlantic (NAT) minimum navigation performance specification (MNPS) airspace can be reduced to increase the number of tracks available and therefore increase capacity at optimum flight levels.

On or soon after 5 February 2015, Gander, Shanwick and Reykjavik area control centres (ACCs) will commence participation in the trial of a 25 nautical mile (NM) reduced lateral separation minimum (RLatSM) in portions of the Gander, Shanwick and Reykjavik oceanic control areas (OCAs).

Background

Track spacing for MNPS approved aircraft is currently one degree of latitude, which equates nominally to 60 NM. The proposed change will reduce lateral separation for aircraft operating at the flight levels and tracks associated with the NAT Region Data Link Mandate (NAT SPG Conclusion 46/2 refers) airspace, which can be practically achieved by establishing tracks which are spaced by ½ degree of latitude. This track spacing initiative will be referred to as Reduced Lateral Separation Minimum (RLatSM).

RLatSM will be implemented using a phased approach, the first of which will introduce ½ degree spacing between the two core tracks of the NAT organized track structure (OTS) from FL350 to FL390 inclusive. At yet to be determined dates, Phase 2 will expand the implementation throughout the entire NAT OTS and Phase 3 will encompass the entire ICAO NAT Region, including for converging and intersecting track situations

Operator Eligibility and Participation

Operators do not need to apply to be part of the trial and will be eligible to flight plan RLatSM tracks provided the flights are:

a) MNPS approved

b) RNP4 approved

c) ADS-C and CPDLC equipped and, where applicable, authorized; and

d) the required CNS systems are operational.

Flight crews must report any failure or malfunction of GPS, ADS-C or CPDLC equipment to air traffic control (ATC) as soon as it becomes apparent.

Flight Planning

ATS systems use Field 10 (Equipment) and Field 18 (Other Information) of the standard ICAO flight plan to identify an aircraft’s data link and navigation capabilities. The operator should insert the following items into the ICAO flight plan for FANS 1/A or equivalent aircraft:

a) Field 10a (Radio communication, navigation and approach aid equipment and capabilities);

insert “J5” to indicate CPDLC FANS1/A SATCOM (Inmarsat) and/or “J7” to indicate CPDLC FANS1/A SATCOM (Iridium) data link equipment;and

NAT OPS BULLETIN 2014_004 – Trial Implementation of RLatSM in the ICAO NAT Region


insert “X” to indicate MNPS operational approval;

b) Field 10b (Surveillance equipment and capabilities);

insert “D1” to indicate ADS with FANS 1/A capabilities.

c) Field 18 (Other Information);

insert the characters “PBN/” followed by “L1” for RNP4.

Further Information

The current, updated versions of the Draft NAT RLatSM Plan and associated documents are provided on the ICAO EUR/NAT website (www.paris.icao.int), via the links to EUR & NAT Documents >> NAT Documents >> Planning documents supporting separation reductions, or via the following URL:

http://www.paris.icao.int/documents_open/files.php?subcategory_id=143



Direct line: 709-651-5223 E-mail: [email protected]

- END -



NAT OPS Bulletin 2014_003 Gander OCD V21.docx page 1 of 13


Subject: Gander Data Link Oceanic


Crew Procedures

Effective: 6 February 2014

The purpose of North Atlantic Operations Bulletin 2014_003 is to promulgate Version 21 of the Gander

Oceanic Clearance Delivery via data link procedures on behalf of the Gander Oceanic Area Control Centre.

Version 21 is effective on 6 February 2014.


Crews should not attempt to correct RCL or Clearance Acknowledgement (CLA) downlink message

problems on a control frequency. Technical problems should be reported in accordance with the Operator’s

standard procedures. Problem reports may be emailed to NAV CANADA at [email protected].















acknowledged.


acknowledged.


GANDER DATA LINK

OCEANIC CLEARANCE DELIVERY (OCD) CREW PROCEDURES

Gander Oceanic Area Control Centre Operations Building


Contents Contents .................................................................................................................2 Section 1 Summary of Changes ......................................................................3 Section 2 Introduction......................................................................................4 Section 3 Connecting to System .....................................................................4 Section 4 Requesting Clearance .....................................................................5 Section 5 Clearance Delivery ..........................................................................5 Section 6 Clearance Negotiation .....................................................................6 Section 7 Clearance Acknowledgement ..........................................................6 Section 8 Reclearances ..................................................................................7 Section 9 Time Revisions ................................................................................7 Section 10 RCL and CLA Errors........................................................................7 Appendix A – Oceanic Entry Points (OEPs) (north to south) .................................9 Appendix B – Terms Used in the ATC/ Line ..........................................................9 Appendix C – Abbreviations...................................................................................9 Appendix D – Crew Check Lists...........................................................................10 Appendix E – Examples of Data Link Oceanic Clearances.................................. 11


Section 1 Summary of Changes Version 21 contains amendments to the following section:

Section 2 – Editorial changes to clarify the meaning of RCL (2.3) and CLA (2.5) - Change in procedure for receiving unsolicited clearances in a particular format (2.4) - New 2.6 proving instructions for flight crews in receipt of a data link oceanic clearance from Gander OACC while in the New York OCA Section 4 – New 4.2 added to specify required items in an RCL downlink message. Old 4.5 removed as redundant. Paragraphs renumbered to reflect above changes. Section 10 – New RCL Error, Meaning and Crew Action added Appendix C – Clarifications provided to meaning of abbreviations “CLRNCE” and “CLX” in the data link oceanic clearance message Appendix E – Examples updated to include current oceanic entry points


Section 2 Introduction 2.1 Gander Oceanic Area Control Centre (OACC) provides air traffic control services within the Gander Oceanic Control Area (OCA). Data link Oceanic Clearance Delivery (OCD) service is provided by means of VHF and satellite to ACARS equipped aircraft via communications service providers ARINC and SITA. Operators intending to participate in the OCD process are required to contact their communications service provider and indicate that they would like to receive the service. 2.2 Flight crews uncertain about any aspect of the data link OCD process should contact Gander Clearance Delivery between the hours of 2330Z – 0730Z (DST 2230Z – 0630Z), when within 200 NM of a Gander Clearance Delivery frequency. Outside of those hours or when the flight will not pass within 200NM of a Gander Clearance Delivery frequency they should contact the current controller when the flight is no more than 90 minutes from the Oceanic Entry Point (OEP).

Notes

a) OEPs are listed in Appendix A;

b) Gander Clearance Delivery frequencies and locations are listed in the Transport Canada Aeronautical Information Manual (AIM), RAC 11.8.3 (a) (i);

c) The Transport Canada AIM is available at http://www.tc.gc.ca/CivilAviation/publications/tp14371/menu.htm.

2.3 Flights intending to receive an unsolicited clearance or that are not capable of sending a Request for Clearance (RCL) downlink message via data link OCD should include ‘AGCS’ in field 18 of the ICAO flight plan.

2.4 Flights intending to receive an unsolicited clearance in a particular format are to contact their communications service provider.

2.5 Crews should not attempt to correct RCL or Clearance Acknowledgement (CLA) downlink message problems on a control frequency. Technical problems should be reported in accordance with the Operator’s standard procedures. Problem reports may be emailed to NAV CANADA at [email protected]. 2.6 Flight crews in receipt of a data link oceanic clearance from Gander OACC while in the New York OCA but subsequently routing through Gander Domestic airspace before re-entering the North Atlantic (NAT) Region should not modify the flight management computer (FMC) prior to exiting the New York OCA. Modifications in accordance with the oceanic clearance should be executed while within Gander Domestic airspace.

Section 3 Connecting to System 3.1 Each operator of flights that can downlink RCL and CLA messages should ensure that flight crews know how to address them to the Gander OCD system.

3.2 Flights equipped to send an RCL should:

Not include ‘AGCS’ in field 18 of the ICAO flight plan; and

Follow the procedures in Section 4 – Requesting Clearance.

3.3 Flights not equipped to send an RCL, but equipped to receive a data link oceanic clearance should:

Include ‘AGCS’ in field 18 of the ICAO flight plan; and





Expect to receive their data link oceanic clearances automatically. If the data link oceanic clearance is not received by 30 minutes prior to the OEP, the oceanic clearance must be requested via voice (see paragraph

5.4).

Section 4 Requesting Clearance 4.1 Flights so equipped should request the clearance by sending the RCL. Flights not equipped to send an RCL must complete the ACARS logon and expect a clearance as per paragraph 3.3.

4.2 The RCL should contain the following information:

An appropriate OEP (See Appendix A)

An accurate ETA for the OEP

The requested Mach Number

The requested Flight Level

The highest acceptable Flight Level which can be attained at the OEP Example: (RCL-AFR023-URTAK/2340 M0820 F370 -RMK/MAX FL380)

4.3 The RCL should be sent when or soon after the flight is 90 minutes from the estimated time for the OEP. A significant delay or complete failure to send the RCL will result in the flight not receiving a data link clearance. The oceanic clearance will then have to be requested via voice.

4.4 Flights departing from airports less than 45 minutes flying time from the OEP should request clearance 10 minutes prior to start up.

4.5 Flights departing from airports 45-70 minutes flying time from the OEP should request clearance as soon as practicable after departure.

4.6 The call sign in the RCL must match the aircraft identification as contained in the ICAO flight plan, or the RCL will be rejected. (see Section 10 – RCL and CLA Errors)

4.7 Under some circumstances, a data link oceanic clearance may be received prior to the RCL being sent.

4.8 The following message indicates that the RCL has been received: IF NO CLEARANCE RECEIVED WITHIN 30 MINUTES OF OCEANIC ENTRY POINT REVERT TO VOICE PROCEDURES END OF MESSAGE. If this message is not received within 5 minutes of sending the RCL, the crew should request the clearance via voice (see paragraph 5.4).

Section 5 Clearance Delivery 5.1 Examples of data link oceanic clearances are provided in Appendix E.

5.2 If the call sign in the data link oceanic clearance is not correct, the clearance is not valid and the crew must request the oceanic clearance via voice (see paragraph 5.4).

5.3 If the flight is cleared to operate on a NAT track, the crew must confirm that the route coordinates match those published in the current NAT track message. If there is a discrepancy, the crew should verify that they have the current NAT track message. If there is still a discrepancy, the clearance is not valid and the crew should request the oceanic clearance via voice in accordance with the procedures published in the Transport Canada Aeronautical AIM, RAC 11.8.

5.4 If the data link oceanic clearance is not received by 30 minutes prior to the OEP the crew must request the oceanic clearance via voice in accordance with the procedures published in the Transport Canada AIM, RAC 11.8.

5.5 The flight level contained in the data link oceanic clearance is the “cleared oceanic flight level” for the purposes of complying with the lost communication procedures detailed in the


Transport Canada AIM, RAC 11.20, the Canada Flight Supplement and the North Atlantic Regional Supplementary Procedures (ICAO Doc 7030). ATC is responsible for providing a clearance to enable the flight to reach this flight level before reaching the OEP. If there is a concern, crews should contact their current controller.

5.6 The data link oceanic clearance may include a reroute to an oceanic entry point which is different from the current cleared route and/or may specify an oceanic entry point which is different from the flight plan. In all cases, flights should continue to operate in accordance with the current cleared route until a verbal reclearance is received from ATC.

5.7 If the clearance does not contain the line END OF MESSAGE, it is possible that the clearance was not complete. Crews must verify the clearance via voice (see paragraphs 7.4 and 7.5).

Section 6 Clearance Negotiation 6.1 Amendments to the data link oceanic clearance should be requested via voice. Flights equipped to send an RCL should send one before requesting the amendment via voice.

6.2 Amendments to the data link oceanic clearance should be requested by contacting Gander Clearance Delivery between the hours of 2330Z – 0730Z (DST 2230Z – 0630Z), when within 200NM of a Gander Clearance Delivery frequency. Outside of those hours or when the flight will not pass within 200NM of a Gander Clearance Delivery frequency crews should contact the current controller when the flight is no more than 90 minutes from the OEP.

Section 7 Clearance Acknowledgement 7.1 When the data link oceanic clearance is received, flights equipped to send a Clearance Acknowledgement (CLA) should do so. Flights not equipped to send a CLA must verify the data link oceanic clearance via voice in accordance with paragraphs 7.4 and 7.5.

7.2 The following message indicates that the data link oceanic clearance process is complete and that no further action is required by the crew to acknowledge or verify the oceanic clearance: CLA RECEIVED CLEARANCE CONFIRMED END OF MESSAGE.

If this message is not received within 5 minutes of sending the CLA, then the data link oceanic clearance must be verified via voice in accordance with paragraphs 7.4 and 7.5.

7.3 If a CLA error message is received, the data link oceanic clearance must be verified via voice in accordance with paragraphs 7.4 and 7.5. (see also Section 10 – RCL and CLA Errors)

7.4 If a data link oceanic clearance must be verified via voice, contact Gander Clearance Delivery between the hours of 2330Z – 0730Z (DST 2230Z – 0630Z), when within 200NM of a Gander Clearance Delivery frequency. Outside of those hours or when the flight will not pass within 200NM of a Gander Clearance Delivery frequency, crews should contact the current controller when the flight is no more than 90 minutes from the OEP.


ETA for the OEP;





Section 8 Reclearances 8.1 When a data link oceanic clearance is amended, it will include the ATC/ line and the


RECLEARANCE line (see Appendix E for examples of reclearances).

8.2 The ATC/ line will list which item (or items) of the clearance was changed from the previously issued clearance. The terms used in the ATC/ line are explained in Appendix B.

8.3 The RECLEARANCE line will contain a number from 1 to 9, to identify the first and subsequent reclearances.

8.4 The CLA should be sent for the clearance with the highest RECLEARANCE number.

8.5 If unable to send a CLA, the clearance should be verified via voice (see paragraphs 7.4 and 7.5).

8.6 If the reclearance does not contain the line END OF MESSAGE, it is possible that the clearance was incomplete. Crews must verify the clearance via voice (see paragraphs 7.4 and 7.5).

Section 9 Time Revisions 9.1 If the data link oceanic clearance has been received, crews should advise the current controller via voice if the ETA for the OEP changes by 3 minutes or more. This may result in ATC providing a reclearance.

9.2 The OEP estimate used by ATC when producing the oceanic clearance is located next to the OEP in the data link clearance message (see Appendix E). This time should be used when considering whether a time revision notification to ATC is necessary. Crews should be aware that this time may not coincide with the OEP estimate they sent in the RCL.

Section 10 RCL and CLA Errors

RCL errors

RCL RECEIVED GANDER CLEARANCE NOT ACKNOWLEDGED SEND DATALINK ACCEPTANCE NOW

Meaning: There has been no CLA received in response to the data link oceanic clearance within the expected timeframe.

Crew Action: If no CLA has been sent, send it immediately. If a CLA has been sent then crew should operate in compliance with paragraph 7.2.

SERVICE NOT AVAILABLE REVERT TO VOICE PROCEDURES END OF MESSAGE

Meaning: The Gander OCD data link was not available when the RCL was sent.


RCL REJECTED ERROR IN MESSAGE REVERT TO VOICE PROCEDURES END OF MESSAGE

Meaning: There was a formatting error in the RCL received by the Gander OCD system.


RCL REJECTED CALLSIGN IN USE REVERT TO VOICE PROCEDURES END OF MESSAGE

Meaning: The call sign in the RCL matches a call sign associated with another aircraft.


RCL REJECTED FLIGHT PLAN NOT HELD END OF MESSAGE

Meaning: The Gander OCD system does not have a flight plan for the flight.



RCL REJECTED INVALID REGISTRATION END OF MESSAGE

Meaning: The aircraft registration in the RCL does not match the registration in the flight

plan in the Gander OCD system.


RCL REJECTED INVALID OCEAN ENTRY POINT REVERT TO VOICE PROCEDURES END OF MESSAGE

Meaning: The route requested in the RCL did not contain a valid OEP.


RCL REJECTED RCL SENT TOO EARLY REQUEST AGAIN LATER END OF MESSAGE

Meaning: The time for the OEP included in the RCL was more than 90 minutes from the current time.

Crew action: Send another RCL not earlier than 90 minutes but not later than 30 minutes prior to the OEP.

RCL REJECTED RCL RECEIVED TOO LATE REVERT TO VOICE PROCEDURES END OF MESSAGE

Meaning: The RCL was received by the Gander OCD system less than 30 minutes before the time estimated for the OEP.


CLA errors

CLA REJECTED RCL NOT RECEIVED REVERT TO VOICE PROCEDURES

Meaning: The data link oceanic clearance was sent before the RCL was received. The

CLA is correct, but some information must be verified via voice.

Crew action: Contact ATC in accordance with paragraph 7.4 and verify only the estimate for the OEP, the data link sequence number and the reclearance number if present (see Appendix E for examples of data link oceanic clearance formats).

CLA REJECTED ERROR IN MESSAGE REVERT TO VOICE PROCEDURES END OF MESSAGE

Meaning: There was a formatting error in the CLA received by the Gander OCD system.

Crew action: The data link oceanic clearance must be verified via voice (see paragraphs 7.4 and 7.5).

CLA REJECTED CLEARANCE CANCELLED REVERT TO VOICE PROCEDURES END OF MESSAGE

Meaning: The CLA received by the Gander OCD system did not match the data link oceanic clearance. Crew action: The data link oceanic clearance received by the crew is not valid. The oceanic clearance must be requested via voice (see paragraph 5.4)


Appendix A – Oceanic Entry Points (OEPs) (north to south)

KENKI TANTI IRBIM SCROD KOBEV TALGO

NALDI GRIBS LAKES OYSTR LOGSU

MUSVA VIMLA MOATT CARPE NOVEP

KAGLY MIBNO PRAWN HECKK RONPO

BERUS TAPLU PORGY CRONO URTAK

IKMAN PEPKI LOACH DENDU VODOR

Appendix B – Terms Used in the ATC/ Line

LEVEL CHANGE The expected flight level in the reclearance is different from the previously issued clearance.

MACH CHANGE The speed in the reclearance is different from the previously issued clearance.

ROUTE CHANGE The route contained is a change from the filed flight plan or the route in the reclearance is different from the previously issued clearance Note: If the previously issued clearance was on a NAT track, the route description will change to RANDOM ROUTE

.

Appendix C – Abbreviations

Abbreviations used in this document


AGCS Air Ground Communications System

AIM Aeronautical Information Publication



DST Daylight Standard Time

ETA Estimated time of arrival

NAT North Atlantic

NM Nautical Mile(s)



OCD Oceanic Clearance Delivery

OCP Oceanic Clearance Processor

OEP Oceanic Entry Point

RCL Request for Clearance downlink message




CLRD Cleared

CLRNCE Clearance sequence identifier

CLX Clearance uplink message identifier

F Flight Level

FM From

M Mach

NAT North Atlantic track

Appendix D – Crew Check Lists

Aircraft equipped to send an RCL:


2 Send the RCL (see Section 4 – Requesting Clearance)






8 Send CLA (see paragraph 7.1)




Aircraft not equipped to send an RCL:





5 If able, send CLA (see paragraph 7.1)

Ensure confirmation message is received (see paragraph 7.2)

If error message received, take appropriate action (see Section 10 – RCL and CLA Errors)

6 Verify clearance via voice (see paragraphs 7.4 and 7.5)



Appendix E – Examples of Data Link Oceanic Clearances

Explanation of data link clearance elements

Time and date (2006, February 24)

Message identifier

Gander ACC

Data link clearance sequence number

Call sign

Route description


ACA123 CLRD TO LFPG VIA CARPE

NAT W

Destination and

OEP

Assigned route

CARPE 54NO50W 56N040W 57N030W 57N020W PIKIL SOVED

FM CARPE/1348 MNTN F330 M082

END OF MESSAGE

Assigned Mach number


If this line does not appear, the clearance may be incomplete (see paragraph 5.7)

OEP estimate used by ATC when assigning the clearance. Note: This additional element is not a restriction or an instruction (see Section 9).

Example 1 – clearance on a NAT track


ABC123 CLRD TO LFPG VIA CARPE

NAT W

CARPE 54N050W 56N040W 57N030W 57N020W PIKIL SOVED


END OF MESSAGE


Example 2 – clearance on a random route


ABC456 CLRD TO EGLL VIA CRONO

RANDOM ROUTE

CRONO 52N050W 53N040W 53N030W 52N020W LIMRI DOLIP

FM CRONO/1632 MNTN F350 M080

END OF MESSAGE



ABC123 CLRD TO LFPG VIA CARPE

RANDOM ROUTE

CARPE 54N050W 55N040W 56N030W 57N020W PIKIL SOVED


ATC/ ROUTE CHANGE LEVEL CHANGE

RECLEARANCE 1

END OF MESSAGE




RANDOM ROUTE



ATC/ MACH CHANGE

RECLEARANCE 1

END OF MESSAGE




RANDOM ROUTE



ATC/ ROUTE CHANGE

RECLEARANCE 2

END OF MESSAGE

2NAT OPS Bulletin 2014_002 OESB04Feb14.docx Page 1 of 7


Subject: Oceanic Errors Safety Bulletin

(OESB)


The purpose of North Atlantic Operations Bulletin 2014_002 is to promulgate the Oceanic Errors Safety

Bulletin (OESB).


The OESB is promulgated by the NAT Safety Oversight Group (NAT SOG).

Questions or comments regarding this Bulletin may be directed to:

The European and North Atlantic Office of ICAO: [email protected]















acknowledged.

NAT OPS BULLETIN 2014-002 – Oceanic Errors Safety Bulletin (OESB)


OCEANIC ERRORS SAFETY BULLETIN as of 4 February 2014

ICAO North Atlantic Working Groups composed of industry, ATC and state regulators have noted repetitive

oceanic errors. These include Gross Navigation Errors (25 NM or more), Large Height Deviations (300

feet or more) and Erosion of Longitudinal Separation. Operators are reminded that the safety of the

airspace is constantly monitored and its performance is reviewed. Thus, repeated errors present a recurring

hazard and pose a threat not only to overall flight safety but also planned reductions in separation. It is

important that operators have a continuous analysis process to evaluate oceanic errors in order to meet the

ICAO Safety Management System (SMS) standards.

This OESB is intended for distribution to industry and training centers. The OESB will also be posted on

various websites to enable broad distribution and rapid updates. In addition, the OESB should be used in

conjunction with the guidance detailed in the current edition of North Atlantic Operations and Airspace

Manual (NAT Doc 007). This manual can be found at www.paris.icao.int/ under: “EUR & NAT Documents

>NAT Documents > NAT Doc 007 (MNPS)”.

Operators should consult www.paris.icao.int/ for the most current version of the OESB under “EUR & NAT

Documents > NAT OPS Bulletins”. A sample oceanic checklist has been developed using many of the

recommendations found in this OESB and can be downloaded via the same links.

The following are recommendations to reduce oceanic errors that should be addressed in initial and recurrent

ground training:

LARGE HEIGHT DEVIATIONS

1. Conditional clearances require special attention. A Conditional Clearance is an ATC clearance given to

an aircraft with certain conditions or restrictions such as changing a flight level based on a UTC time or

a specific geographic position. The following is an example of a conditional clearance given to a crew:

Maintain FL330. After passing 20W climb to FL350. Cross 25W level. Report leaving. Report reaching.

NOTE – in this example, FL330 is the present FL.

The main part of this clearance is that after 20W the aircraft starts the climb and is maintaining the

cleared level prior to 25W.

2. In oceanic, non-radar RVSM airspace, during a climb or descent, crews must advise ATC when

leaving and reaching a flight level.

3. Each flight level change must be specifically approved by ATC. A filed flight plan with a requested

change in flight level (step climb) is not a clearance to initiate the change in altitude.

4. Crews must ensure a CORRECT understanding of when a climb or descent should be initiated or

completed.

5. Crews must exercise caution and ensure a clear understanding when ATC uses the terms “by” or “at”

when referring to a longitude crossing (for example when to make a flight level change). This applies

whether the clearance is given via voice or data link.

5.1. The following are examples of conditions or restrictions given to crews when the terms AT or BY

are used in a conditional clearance.

http://www.paris.icao.int/



EXAMPLES: Restriction What is expected

VOICE CLIMB TO REACH FLIGHT LEVEL 390 AT OR

BEFORE 1325

CPDLC CLIMB TO REACH F390 BY 1325

Arrange the climb so that the aircraft is at

FL390 at or before 1325 UTC.

If it will not be possible to be level at FL390 at or

before 1325 UTC, then:

VOICE: Do not commence climb and advise

ATC of the situation.

CPDLC: Do not ACCEPT the clearance; reply

UNABLE and do not climb.

VOICE DESCEND TO REACH FLIGHT LEVEL 320

BEFORE PASSING 63 NORTH 030 WEST

CPDLC DESCEND TO REACH F320 BY 63N030W

Arrange the descent so that the aircraft is at

FL320 before it crosses 63 North 30 West.

If it will not be possible to be level before

crossing 60 North 30 West, then:

VOICE: Do not commence descent and advise



UNABLE and do not descend.

(In this example the aircraft is initially at F350)

VOICE AT OR AFTER TIME 1403 DESCEND TO AND

MAINTAIN FLIGHT LEVEL 330

CPDLC AT 1403 DESCEND TO AND MAINTAIN FL330

The aircraft shall maintain FL350 until time

1403 UTC. At or after time 1403 UTC a

descent to FL330 is to commence and once

reached, FL330 is to be maintained.

If it will not be possible to meet this restriction,

then:





(In this example the aircraft is initially at F350)

VOICE

AFTER PASSING 58 NORTH 040 WEST CLIMB

TO AND MAINTAIN FLIGHT LEVEL 360

CPDLC

MAINTAIN F350

AT 58N040W CLIMB TO AND MAINTAIN F360

The aircraft shall maintain FL350 until passing

58N040W. After passing 58N0404W a climb to

FL360 is to commence and once reached,

FL360 is to be maintained.

If it will not be possible to meet this restriction,

then:





6. Crews must be diligent in reviewing performance data for their particular aircraft, so as to avoid either

requesting or accepting clearance to unrealistic flight levels which are outside of the performance

envelope of the aircraft.

NOTE: Crews must carefully consider in their performance planning the significant temperature

inversions that can frequently occur over the Atlantic Ocean. This is particularly important when

aircraft are near to maximum gross weight and when attempting to comply with flight levels dictated at

oceanic entry points.



7. Crews should be aware that requesting unrealistic flight levels can seriously impact separation between

their aircraft and other NAT traffic.

NOTE: If there has been a significant change affecting the aircraft weight after the flight plan has been

computed, request a new flight plan. An example would be if you add a considerable amount of fuel to

tanker through a location where the fuel cost is high.

8. If a crew finds itself at a flight level that becomes unsustainable due to degrading performance, it is

imperative that they communicate immediately with ATC in order to coordinate a flight level change as

soon as possible.

9. Crews must be alert for situations when ATC issues clearances that have only a latitude OR a longitude

rather than a latitude AND a longitude. The clearance should be clearly understood as to when to make a

flight level change.

10. Crews must ensure they are following the correct contingency procedure in case of lost communications.

Unlike other oceans, the NAT lost communications procedure is to maintain the last assigned flight

level. ATC approval is required for all flight level changes.

11. Crews must ensure they obtain an OCEANIC clearance level prior to oceanic entry, enter the ocean at

the cleared flight level and establish a post entry point altitude check.

NOTE: Crews must be proactive to ensure that they are maintaining their cleared oceanic flight level

prior to the oceanic entry point.

12. The use of the terms “expect” or “able” by ATC is NOT a clearance. Typical phraseology is to use,

“ATC clears….”

GROSS NAVIGATION ERRORS (GNEs)

1. Fly the route received in the OCEANIC clearance – not the filed flight plan.

2. A reclearance scenario is the prime cause for most navigational errors. Crews must ensure they correctly

copy the RECLEARANCE, reprogram (and execute) the FMS (or Long Range Navigation System,

LRNS), update the Master Computer Flight Plan (CFP) and update the plotting chart. The FMS

crosschecks for the clearance should include distance and track checks between the new waypoints.

NOTE: Track and distance tables are available commercially for every ten degrees of longitude.

3. Crews must follow a RECLEARANCE (and not the filed flight plan). The captain should ensure that all

flight crew members are aware of the details of the RECLEARANCE by briefing all non-flying crew

members.

4. Ground crosschecks of the Long Range Navigation System (LRNS) should include distance and track

checks between waypoints. Enroute procedures must also include distance and track checks when

passing a waypoint.

5. The crosscheck of the FMS coordinates should include comparing the expanded coordinates against the

flight plan.

NOTE: In reduced separation standards airspace it’s imperative that crews check the expanded

coordinates of all oceanic waypoints.

6. It is strongly recommended that a plotting chart be used and procedures include a position plot

10 minutes after each waypoint annotated with the coordinates and time of the plot. Compare all oceanic

waypoints on the chart against the Master Computer Flight Plan (CFP).

7. Standard Operating Procedures (SOPs) for LRNS must include independent clearance copy, data entry

(Coordinates and/or waypoints), and independent crosschecks to verify that the clearance is correctly

programmed. These procedures must also be used when enroute changes are entered. This task cannot be

delegated.

8. There should only be one CFP on the flight deck. It should be labeled the Master and should reflect the

current cleared route of flight.



9. Crews must be alert for similar sounding named oceanic boundary waypoints (e.g. PITAX versus

BERUX) when receiving the ATC clearance.

10. Crews must ensure they understand not only the requirements of oceanic procedures but also their

current position in relation to the oceanic boundary especially in areas where multiple FIRs (e.g., Brest,

Madrid and Shanwick) are in close proximity.

EROSION OF LONGITUDINAL SEPARATION

1. When transmitting waypoint position reports via voice, crews must communicate to ATC any ETAs

that change by 3 minutes or more. This is an ICAO requirement and the information is used to modify

ground-based ATC flight tracking systems.

2. Crews must adhere to the assigned (True) Mach. Operators flying Long Range Cruise or ECON to

conserve fuel are having a negative impact on the strict tolerance required for ATCs longitudinal

separation.

3. Crews should verify the accuracy of ETAs or ATAs (particularly the hour) forwarded to ATC to prevent

an error of one hour.

4. Flight crews are only required to notify a changed ETA for the oceanic entry point if it differs by 3

minutes or more from the previously notified ETA.

NOTE: Time restrictions issued by ATC must be strictly adhered to. As opposed to an estimate a

restriction is issued to ensure required spacing between two aircraft is maintained.

5. Crews must ensure that the aircraft master clock (typically the FMS) is set using an approved calibrated

time source to be used for all ETAs and ATAs.

FLIGHT PLANNING

1. Aircraft Dispatchers, Flight Followers, Flight Operations Officers, Flight Planners and crews should

ensure that Items 10 and 18 of the ICAO Flight Plan correctly display the

Communication/Navigation/Surveillance codes and airspace authorizations. The accuracy of these codes

is used in the application of reduced separation standards and performance based requirements.

NOTE: Since 15 November 2012, additional communication/navigation/surveillance codes have been

required in Fields 10 and 18 of the ICAO Flight Plan to meet performance based requirements.

2. Operators with an RNP-4 authorization should indicate this navigation specification on the flight plan.

Operators that qualify for an RNP-4 authorization but have not applied to their CAA regulator should do

so. An RNP-4 authorization is or will be required in several oceanic areas.

.3. Dispatchers and Flight Planners must ensure the filed routes around the oceanic boundary do not include

crossing multiple oceanic entry/exit points.

.4. Pilots must ensure they know current conditions to include NOTAMS (e.g. forecast turbulence in RVSM

airspace) and weather documents (e.g. ETPs and alternate airports). In addition, pilots must be

knowledgeable in the information on the computer flight plans and do basic crosschecks of fuel, winds

and groundspeeds.

CONTROLLER PILOT DATA LINK COMMUNICATIONS (CPDLC)1

1. Conditional clearances1 require special attention. A conditional clearance is an ATC clearance given to

an aircraft with certain conditions or restrictions such as changing a flight level based on a UTC time or

a specific geographic position. The following is an example of a scenario where a CPDLC conditional

1 Guidance for CPDLC communications can be found in the Global Operational Data Link Document (GOLD).

Chapter 4 contains guidance for the controller and Chapter 5 contains guidance for the flight crew. Guidance for

conditional clearances can be found in paragraph 4.2.3 for the controller and paragraph 5.3.3 for the flight crew. For

multi-element messages controllers can refer to paragraph 5.3.3.



clearance was given to a crew. The crew subsequently failed to comply with the time restriction, but

reported leaving its flight level, thereby enabling the controller to catch the error.

At approximately 1133Z a CPDLC message composed of the following uplink message elements (UM)

was sent to the flight:

UM19 – MAINTAIN F370

UM21 – AT 1205 CLIMB TO AND MAINTAIN F380

UM128 – REPORT LEAVING F370

UM129 – REPORT LEVEL F380

The expected WILCO response was received by the OAC. At approximately 1134Z, a CPDLC message

composed of the following downlink message element (DM) from the aircraft was received by the OAC:

DM28 – LEAVING F370. The air traffic controller took immediate action to confirm the flight level and

to issue a clearance via voice for the flight to expedite climb to a flight level that ensured vertical

separation.

NOTE: The receipt of the LEAVING F370 message enabled prompt action to correct this error.

2. Upon receipt of a CPDLC uplink message, it is important for both pilots to independently and silently

read and verify the clearance.

3. It is important to note that the CPDLC uplink message may be more than 1 page in length. Review the

entire message carefully, in the correct order, before taking any action. It may be helpful to print the

message

NOTE: Page acknowledgements may be unique to the avionics installed in a particular aircraft. For

example, on some installations, crews cannot WILCO until the last page of a message is reviewed, while

in other installations, WILCO may be allowed on the first and subsequent pages.

NOTE: Corruptions of the CPDLC message could occur when printed. Caution should be exercised

when reviewing printed versions of CPDLC messages.

4. Both pilots should resolve any questions that they may have regarding the clearance with each other and

if necessary with ATC prior to initiating any action. If unable to fully understand the CPDLC clearance,

pilots should revert to backup voice communication.

5. Pilots should not use voice to verify that an up-linked CPDLC message has been received or to inquire if

a down-linked datalink message has been received by the ATS provider.

6. Crews should be cautious with CPDLC clearances (or messages) that are delayed.

7. Dialogues with ATC that are initiated with CPDLC should be completed using CPDLC and dialogues

begun with voice should be completed by voice and crews should make every effort not to mix the two

media.

8. Crews should avoid using the free-text method.

9. Crews should be sure that HF SELCAL is working even when CPDLC is functioning properly – do a

SELCAL check prior to oceanic entry and at each Oceanic Control Area (OCA) boundary.

GENERAL

1. Dual checking of oceanic clearance MUST be SOP (avoid physiological breaks or distractions near the

oceanic boundary or when copying and reprogramming enroute reclearances). Changes must be

communicated clearly to non-flying flight crew members so that they understand RECLEARANCES

when they relieve flying flight crew members.

2. Radio operators relay for/to controllers. The majority of oceanic communications such as position

reports or crew requests go through a radio operator. The radio operator is not an air traffic controller.

Radio operators must relay all reports and requests to ATC for approval and processing.

3. The use of the terms “expect” or “able” by ATC is NOT a clearance. Typical phraseology is to use,

“ATC clears….”



4. Relays of ATC instructions between aircraft MUST be accurate. Ensure a correct read back is received

from every communication link in the relay. Always read the LRNS or the plotting chart first and then

compare it to the master source (i.e. CFP). This is a human factor’s practice that could prevent the pilot

from seeing what he/she expects to see.

5. Crews must immediately clarify any confusion about the clearance.

SLOP – STRATEGIC LATERAL OFFSET PROCEDURES (RIGHT offsets only)

1. Crews should be aware of this procedure for use in oceanic and remote airspace. SLOP should be a SOP,

not a contingency, and operators should be endorsing the use of lateral offsets for safety reasons on all

oceanic and remote airspace flights.

NOTE: SLOP should also be used on random routes due to the high density traffic and limitations of

aids such as TCAS.

2. The key to the maximum efficiency of SLOP is the randomness of using centerline, 1NM right or 2 NM

right in equal proportions.

.3. Crews should be aware of the “coast-out to coast-in” operational use of the procedure.

.4. Crews should be aware of the three SLOP options: centerline, 1 NM RIGHT offset or 2 NM RIGHT

offset.

NOTE: Operators are reminded that the current SLOP was created to reduce the risk of collision. It was

also designed to incorporate wake turbulence avoidance. SLOP enhances flight safety by reducing the

risk not only from operational errors but also crews executing a contingency with a highly accurate

LRNS.

5. Offsets to the left of centerline are NOT authorized under SLOP and should not be flown.

CONTINGENCIES

1. The 15 NM lateral offset contingency procedure is now universal for ALL oceanic areas (formerly 30

NM in the NAT and 25 NM in the Pacific). Operators should update their ground training and manuals

to reflect this change. Details of the 15 NM contingency procedure can be viewed in the NAT Doc 007

at: http://www.paris.icao.int/documents_open/files.php?subcategory_id=108 (please refer to Section

“Special Procedures”).

2. The published Weather Deviation Procedure utilizing a vertical displacement of ± 300 feet is now

universal in all oceanic areas. It is important for pilots to understand that the ICAO published Weather

Deviation Procedure is a contingency and should only be flown when an ATC clearance cannot be

obtained. Details of the weather deviation procedure can be viewed in the NAT Doc 007 at:

http://www.paris.icao.int/documents_open/files.php?subcategory_id=108 (please refer to Section

“Deviation around Severe Weather”).

Note: If the aircraft is required to deviate from track, including deviations of less than 10nm, to avoid

weather (e.g. thunderstorms), the pilot must request a revised clearance from ATC prior to deviating.

Crews must not deviate laterally or vertically without attempting to obtain an ATC Clearance. However,

if such prior ATC clearance cannot be obtained, pilots must follow published ICAO Weather Deviation

Procedures.

3. Crews are reminded to execute the correct contingency procedure in case of an emergency descent,

turbulence, etc. It is important to minimize the risk to you and other aircraft.

4. Crews should be aware that there is more than one contingency maneuver and should be familiar with

the recommended procedure for each in-flight occurrence type

- END -




Subject: Sample Oceanic Checklists Issued: 4 February 2014

The purpose of North Atlantic Operations Bulletin 2014_001 is to promulgate the Sample Oceanic Checklist and the

Sample Expanded Oceanic Checklist.


These checklists are promulgated by the NAT Safety Oversight Group (NAT SOG).

Questions or comments regarding this Bulletin may be directed to:

The European and North Atlantic Office of ICAO: [email protected]

NOTICE NAT Ops Bulletins are used to distribute information on behalf of the North Atlantic Systems Planning Group (NAT

SPG). The material contained therein may be developed within the working structure of the NAT SPG or be third party

documents posted at the request of a NAT SPG Member State. A printed or electronic copy of this Bulletin, 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. 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.

The NAT OPS Bulletin Checklist available on www.paris.icao.int (EUR & NAT Documents, NAT Documents),

contains an up to date list of all current NAT Ops Bulletins.


acknowledged.

NAT OPS BULLETIN 2014_001 – Sample Oceanic Checklists

1NAT OPS Bulletin 2014_001 SampOceaChklst04Feb14.docx

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SAMPLE OCEANIC CHECKLIST as of 4 February 2014

1. 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 without an oceanic checklist are encouraged to

use this sample and tailor it to their specific needs and approvals. This checklist focuses on an orderly flow and ways to reduce oceanic

errors. Operators should also review the attached expanded checklist. Headings in BLUE are hyperlinked. The Oceanic Errors

Safety Bulletin (OESB) should be used together with this checklist. The OESB can be found at http://www.paris.icao.int/. Operators

should use an Oceanic Checklist as part of their Safety Management System (SMS).

FLIGHT PLANNING • Communication/Navigation/Surveillance (CNS)

Flight Plan Codes and planning documents • Plotting Chart – plot route coast out to coast in

• Equal Time Points (ETP) - plot

• Track message (current copy available for all

crossings)

• Note nearest tracks on plotting chart

• Weather Analysis – Note enroute temperature and

turbulence forecasts as well as ETP airport weather

• Review possible navigation aids for accuracy

check prior to coast out

PREFLIGHT • Master Clock for all ETAs/ATAs

• Maintenance Log – check for any navigation/

communication/surveillance or RVSM issues

• RVSM

• Altimeter checks (tolerance)

• Wind shear or turbulence forecast

• Computer Flight Plan (CFP) vs ICAO Flight Plan

(check routing, fuel load, times, groundspeeds)

• Dual Long Range NAV System (LRNS) for

remote oceanic operations

• HF check (including SELCAL

• Confirm Present Position coordinates (best source)

• Master CFP (symbols, , \, X)

• LRNS programming

• Check currency and software version

• Independent verification

• Check expanded coordinates of all oceanic

waypoints

• Track and distance check (± 2˚ and ±2 NM)

• Upload winds, if applicable

• Groundspeed check

TAXI AND PRIOR TO TAKE-OFF • Groundspeed check

• Present Position check

CLIMB OUT • Transition altitude – set altimeters to 29.92 inches

(1013.2 hPa)

• Manually compute ETAs above FL180

PRIOR TO OCEANIC ENTRY • Navigation Accuracy Check – record results

• HF check, if not done during pre-flight

• Confirm SATCOM data link is operational, as

applicable

• Log on to CPDLC and ADS-C 15 to 45 minutes

prior, if equipped

• Obtain oceanic clearance from appropriate

clearance delivery and verify/crosscheck ATC

route clearance is properly programmed into

LRNS

• Confirm and maintain correct Flight Level at

oceanic boundary

• Confirm Flight Level, Mach and Route for

crossing

• Advise ATC When Able Higher (WAH)

• Ensure aircraft performance capabilities for

maintaining assigned altitude/assigned Mach

• Re-clearance – update LRNS, CFP and plotting

chart

• Check track and distance for new route

• Altimeter checks - record readings

• Compass heading check – record

AFTER OCEANIC ENTRY • Squawk 2000 – 30 minutes after entry, if

applicable

• Maintain assigned Mach, if applicable

• VHF radios - set to air-to-air and guard frequency

• Strategic Lateral Offset Procedures (SLOP) - SOP

fly cleared route or 1NM or 2NM to the right

of ATC cleared track

• Hourly altimeter checks

APPROACHING WAYPOINTS • Confirm next latitude/longitude

OVERHEAD WAYPOINTS • Confirm aircraft transitions to next waypoint

• Check track and distance against Master CFP

• Confirm time to next waypoint

• Note: 3-minutes or more change requires

ATC notification (voice reporting only)

• Position report - fuel

10-MINUTE PLOT (APPR. 2° of LONGITUDE

AFTER WAYPOINT) • Record time and latitude/longitude on plotting

chart – non steering LRNS

MID POINT • Midway between waypoints compare winds from

CFP, LRNS and upper millibar wind charts


COAST IN • Compare ground based NAVAID to LRNS

• Remove Strategic Lateral Offset prior to oceanic

exit point

• Confirm routing after oceanic exit

DESCENT • Transition level - set altimeters to QNH

DESTINATION/BLOCK IN • Navigation Accuracy Check

• RVSM write-ups



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SAMPLE EXPANED OCEANIC CHECKLIST as of 4 February 2014

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 without an

oceanic checklist are encouraged to use this sample and tailor it to their specific needs and approvals. This checklist

focuses on an orderly flow and ways to reduce oceanic errors. The Oceanic Errors Safety Bulletin (OESB) should be

used together with this checklist. The OESB can be found at http://paris.icao.int/ . Operators should use an Oceanic

Checklist as part of their Safety Management System (SMS).

FLIGHT PLANNING

• Communication/Navigation/Surveillance (CNS) Flight Plan Codes and planning documents

Review the ATC flight plan with emphasis on items 10A and B and Item 18. Ensure that the appropriate

CNS and Performance-based Navigation codes are properly filed in field 10 and 18 of the flight plan. Each

aircraft’s MEL should be reviewed for system deferrals that may affect the CNS capabilities of the aircraft.

The remarks and exceptions column should provide the specific guidance for flight plan filing. The operators

manual system should be updated if necessary to require flight plan amendments when CNS capabilities are

changed during the preflight planning phase prior to departure. The manual should contain procedures for

flight plan amendments and cancellations as appropriate.

• Oceanic Documents

Operators are encouraged to develop a flight planning checklist to ensure they have the necessary documents before

departure. The checklist should include, but is not limited to, the following:

Master Computer Flight Plan

NOTAMS for departure, destination, alternate(s), ETOPS alternates (as applicable) and oceanic FIRs

Weather for departure, destination, alternate(s), ETOPS alternates (as applicable)

Track Message(s)

SIG WX Chart

ETP(s) Wind Tables or Millibar Charts for Flight Levels or Altitudes

GPS NOTAMS (as applicable)

Volcanic Ash Information

PIREPS

Plotting Charts

AIREP Form (as applicable) for position report

NOTE: Items 10 and 18 of the ICAO Flight plan require more detail to indicate the operators

communication/navigation/surveillance capabilities and authorizations. These additional codes are necessary to meet

performance based requirements and are noted in the ICAO PANS ATM 4444 document.

• Plotting Chart

A plotting chart of appropriate scale should be used for oceanic operations. This includes using a plotting chart for

published oceanic routes and tracks. ICAO groups who review oceanic errors have determined that the routine use of a

plotting chart is an excellent aid to reduce lateral errors. A plotting chart 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 chart back to the master CFP

when verifying data. To read from the Master CFP to the plotting chart is a human factor’s issue that has led to errors

based on seeing what we expect to see.

• Equal Time Point (ETP)

ETPs should be computed for contingencies such as medical divert, engine loss or rapid depressurization. A

simultaneous engine loss and rapid depressurization should also be considered. It is advisable to note the ETPs on the

plotting chart. Crewmembers should review with each other the appropriate diversion airport(s) when crossing ETPs.

Pilot procedures should also include a manual method for computing ETPs. Crews should not enter ETPs in the active

route of the Long Range Navigation System (LRNS) as this has led to Gross Navigation Errors.

http://paris.icao.int/



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• Track message

Crews shall1 have a current track message even if filed for a random route or filed above North Atlantic MNPSA.

Reviewing the date, effective Zulu 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 crewmembers in a timely manner of any amendments to the daily track message. Plotting

adjacent tracks and/or crossing tracks whilst on a random route can help situational awareness in case the crew needs to

execute a contingency procedure.

• Weather Analysis

Crews must note enroute temperature and turbulence forecasts as well as ETP airport weather

• Review possible navigation aids for accuracy check prior to coast out

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

NOTAMed unusable and is helpful when departing airports close to oceanic airspace. Examples include Shannon

(EINN), Lisbon (LPPT), Boston (KBOS), etc.

PREFLIGHT

• Master Clock

It is a requirement to have a master clock on board synchronized to UTC or GPS. This time source, which is typically

the Flight Management System (FMS), must be used for all ETAs and ATAs. The use of multiple time sources on the

aircraft has led to inconsistencies in reporting times to ATC and resulted in a loss of longitudinal separation.

• Maintenance Log

Before entering a special area of operation, crews should focus on any write-ups that affect communication, navigation,

surveillance or RVSM requirements. Any discrepancies noted in the maintenance log or during the walk-around may

require delays or rerouting.

• RVSM

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. Crews should note any issues that can affect accurate altimetry.

• Altimeter checks

Before taxi, crews 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

The Master Computer Flight Plan (CFP) with projected wind shear or the turbulence forecast documents should be

reviewed for flights in RVSM airspace. Forecast severe turbulence could lead to RVSM suspension. Operators are

cautioned against flight planning through areas of forecast greater than moderate turbulence.

• Computer Flight Plan (CFP)

The document designated as the Master CFP should be carefully checked for date, type aircraft, fuel load and

performance requirements. Crosschecks should also be done for routing and forecast groundspeeds. The CFP should be

carefully checked against the ICAO filed flight plan to ensure the routing is in agreement with both documents. The

enroute time on the CFP 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.

• Dual Long Range NAV System (LRNS)

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.

• HF check

1 Doc 7030 – 6.4.1.2



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An HF check should be conducted on the primary and secondary HF radios in areas where dual HF radios are required.

If possible, the HF checks should be done on the ground or before entering oceanic airspace. A SELCAL check should

also be accomplished at each Oceanic Control Area (OCA) boundary even if datalink equipped.

• Confirm Present Position coordinates

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 LRNS was

shut down from the previous flight. A master source such as an enroute chart should also be used to confirm accuracy of

coordinates at the oceanic boundaries.

• Master CFP symbols

Operators are encouraged to use consistent symbology on the Master CFP. For example, a circled number () means

the second crewmember has independently verified the coordinates entered or crosschecked by the first crewmember. A

checkmark () may indicate that the track and distances have been confirmed. A diagonal line ( \ ) may indicate that the

crew has confirmed the coordinates of the approaching and next way point. An X-symbol (X) may indicate having

flown overhead the way point.

• LRNS programming

Check currency and software version

It is important to check the effective date of the database. Crews should note if the database is projected to

expire during their trip. Crews are discouraged from flying with expired databases. MELs may allow relief to

fly with an expired database but require the crews to manually crosscheck all data. The software version of the

database should also be confirmed in case there has been a change.

Independent verification

It is critical that one crewmember enters waypoint coordinates and that these are independently checked by

another crewmember. It should be noted that the pilot should read from the FMS screen back to the master

CFP when verifying data. To read from the Master CFP to the FMS is a human factor’s issue that has lead to

errors based on seeing what we expect to see.

Check expanded coordinates of waypoints

Most FMSs allow entering abbreviated oceanic coordinates. There have been cases when there was an error in

the expanded waypoint coordinate, but crews only checked the abbreviated coordinate. Verifying only the

abbreviated coordinate could lead to a lateral error. In reduced separation standards, it’s imperative that crews

check the expanded coordinates of all oceanic waypoints. Flight crews should conduct a magnetic course and

distance check between waypoints to further verify waypoint coordinates.

Track and distance check

To minimize oceanic errors, it is important to conduct a magnetic course and distance check from oceanic

entry to oceanic exit. Operators should establish a tolerance such as ± 2˚ and ± 2NM. The course and distance

check comparing the Master CFP 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 CFP. Any

difference outside the ± 2˚ or ± 2NM should be rechecked and verified.

Upload winds

Some LRNS units allow the crew to upload projected winds. This procedure allows more accurate reporting of

ETAs.


The groundspeed should be noted before taxiing the aircraft. Crews 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


During taxi to the active runway, pilots should check the groundspeed to see if it is reasonable.

• Present Position check



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This Present Position check is conducted after leaving the gate. Check for gross difference between this Present Position

and the gate coordinates. This check will alert the crew to possible error in the LRNS database that can be

investigated/corrected prior to take-off.

CLIMB OUT

• Transition altitude

Crews should brief the transition altitude based on information from the approach plate. After climbing through the

transition altitude, the altimeters should be reset to 29.92 inches or 1013.2 hPa.

• Manually compute ETAs

After climbing above the sterile altitude and time permitting crews should manually compute ETAs from departure to

destination. These should be noted on the Master CFP. This is an excellent crosscheck against ETAs computed by the

LRNS.

PRIOR TO OCEANIC ENTRY

• Navigation Accuracy Check

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 crews 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.

• HF checks

If the crew was unable to accomplish the HF and SELCAL checks on the ground, these checks should be accomplished

before oceanic entry.

• SATCOM data communication

Flight crews should check that SATCOM data link is operational, if applicable, before oceanic entry if SATCOM data

link is planned on being used.

• Log on to CPDLC or ADS-C

Operators approved to use Controller Pilot Data Link Communications (CPDLC) and/or Automatic Dependent

Surveillance Contract (ADS-C) should log on to the appropriate FIR 15 to 45 minutes prior to the boundary.

• Obtain oceanic clearance

Both pilots must obtain the oceanic clearance from the appropriate clearance delivery. (Clearance via voice should be at

least 40 minutes prior to oceanic entry and via data link should be 30 to 90 minutes prior to oceanic entry). Oceanic

clearances from Reykjavik centre shall be obtained 15-45 minutes prior to oceanic entry. It is important that both pilots

confirm and ensure the aircraft enters the ocean at the altitude assigned in the oceanic clearance (this may be different

than the domestic cleared flight level). An oceanic clearance typically includes a route, flight level and assigned

MACH. Crews should include their requested flight level in their initial clearance request. Some oceanic centers require

pilots to advise them at the time of their oceanic clearance “When Able Higher” (WAH). Crews should be confident

that they are able to maintain requested flight levels based on aircraft performance capabilities.

• Re-clearance

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. Crews must be particularly cautious when receiving a re-clearance. Both

pilots should receive and confirm the new routing and conduct independent crosschecks after the LRNS, Master CFP

and Plotting Chart are updated. It is critical that crews check the magnetic course and distance between the new

waypoints as noted in PREFLIGHT under the paragraph “LRNS Programming”.

NOTE: Track and distance tables are available commercially for every ten degrees of longitude.

• Altimeter checks

Crews 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.

• Compass heading check (Inertial Navigation Systems)



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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.

AFTER OCEANIC ENTRY

• Squawk 2000

Thirty minutes after oceanic entry crews should Squawk 2000, if applicable. There may be regional differences such as

maintaining last assigned Squawk in the West Atlantic Route System (WATRS). Crews transiting Reykjavik’s airspace

must maintain last assigned Squawk.

• Maintain assigned Mach

Some oceanic clearances include a specific Mach. There is no tolerance for this assigned Mach. The increased emphasis

on longitudinal separation requires crew vigilance in a separation based on assigned Mach. The requirement is to

maintain the true Mach which has been assigned by ATC. In most cases, the true Mach is the indicated Mach. Some

aircraft, however, require a correction factor.

NOTE: Crews must ensure they fly the assigned Mach and not ECON mode or Long Range Cruise.

• VHF radios

After going beyond the range of the assigned VHF frequency, crews should set their radios to air-to-air (123.45) and

guard frequency (121.5).

• Strategic Lateral Offset Procedures (SLOP)

The SLOP should be Standard Operating Procedure (SOP) for all oceanic crossings. This procedure was developed to

reduce the risk from highly accurate navigation systems or operational errors involving the ATC clearance. SLOP also

replaced the contingency procedure developed for aircraft encountering wake turbulence. Depending upon winds aloft,

coordination between aircraft to avoid wake turbulence may be necessary. This procedure, which distributes traffic

between flying centerline, 1 NM or 2 NM right of centerline, greatly reduces the risk to the airspace by the nature of the

randomness. Operators that have an automatic offset capability should fly 1 NM or 2 NM right of the centerline.

Aircraft that do not have an automatic offset capability (that can be programmed in the LRNS) should fly the centerline

only. SLOP was not developed to be used only in contingency situations.

• Hourly altimeter checks

Crews 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 crews in determining the most accurate

altimeter if an altimetry problem develops.

APPROACHING WAYPOINTS

• Confirm next latitude/longitude

Within a few minutes of crossing an oceanic waypoint crews should crosscheck the coordinates of that waypoint and

the next waypoint. This check should be done by comparing the coordinates against the Master CFP based on the

currently effective ATC clearance.

OVERHEAD WAYPOINTS

• Confirm aircraft transitions to next waypoint

When overhead an oceanic waypoint, crews 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 CFP.


Crews must be vigilant in passing an accurate ETA to ATC for 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. There is

substantial emphasis on reducing longitudinal separation and this timely update must be a priority for the crews.

• Position report

After passing over the oceanic waypoint, crews that give a position report to ATC must use the standard format. Crews

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.



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NOTE: Effective 18 November 2010 ICAO Annex 3 (International Standards and Recommended Practices-

Meteorological Service for International Air Navigation) Amendment 75 eliminated the requirement for routine voice

reports related to weather.



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10-MINUTE PLOT

• Record time and latitude/longitude on plotting chart

Approximately 10 minutes after passing an oceanic waypoint, crews should plot the latitude, longitude and time on the

plotting 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.

MIDPOINT

• Midway between waypoints

It is good practice to crosscheck winds midway between oceanic waypoints by comparing the Master CFP, LRNS and

upper millibar wind chart. This crosscheck will also aid crews in case there is a need for a contingency procedure such

as Dead Reckoning (DR).

• Confirm time

It is recommended that during a wind check the crews 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.

COAST IN

• Compare ground based NAVAID to LRNS

When departing oceanic airspace and acquiring ground based NAVAIDs, crews should note the accuracy of the LRNS

by comparing it to those NAVAIDs. Any discrepancy should be noted in the Maintenance Log.

• Remove Strategic Lateral Offset

Crews using a Lateral Offset of 1 NM or 2 NM right of centerline at oceanic entry need a procedure to remove this

Lateral Offset at coast in prior to exiting oceanic airspace. It is advisable to include this as a checklist item.

• Confirm routing after oceanic exit

Before entering the domestic route structure, crews must confirm their routing to include aircraft speed.

NOTE: Crews experiencing loss of communications leaving oceanic airspace should follow State guidance as

published in AIPs.

DESCENT

• Transition level

During the approach briefing, crews should note the transition level on the approach plate or verified by ATIS. Crews

must be diligent when descending through the transition level to reset the altimeters to QNH. This is particularly

important when encountering IFR, night or high terrain situations. Any confusion between a QNH set with inches of

Mercury or hPa must be clarified.

DESTINATION/BLOCK IN

• Navigation Accuracy Check

When arriving at the destination gate, crews 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

Problems noted in the altimetry system, altitude alert or altitude hold must be noted in the Maintenance Log. The

RVSM airspace is closely monitored for any Height Deviations. An aircraft not meeting the strict RVSM standards

must not be flight-planned into RVSM airspace without corrective action.

- END -

NAT OPS Bulletin 2013_005 NewServcGander.docx


Subject: New Service Notification for

Gander Oceanic Control Area

Issued: 21 November 2013

The purpose of this North Atlantic Operations Bulletin 2013_005 is to notify and inform operators of a new

service being offered in the Gander Oceanic Control Area (OAC).


Noel Dwyer

International Coordination - ATS
















acknowledged.

NAT OPS BULLETIN 2013_005 – New Service Notification for Gander Oceanic Control Area


*NEW SERVICE NOTIFICATION FOR GANDER OCEANIC

CONTROL AREA*

What’s New

Gander Oceanic Area Control Center (OACC) has instituted a procedure whereby

flight crews transiting the Gander Oceanic Control Area (OCA) will be advised if

higher flight levels become available for their flight.

How It’s Done

Newly developed functionality in the Gander Automated Air Traffic System

(GAATS+) will routinely interrogate a flight’s vertical profile to determine if higher

flight levels have become available. When this occurs the Gander Oceanic controller

will verify the separation, complete all necessary coordination, and adhere to all

safety related procedures before advising the flight that a climb is available, if

requested.

Why It’s Needed

NAT customers have indicated that the ability to conduct mid-ocean step climbs

enable more fuel-efficient flight profiles. Recent analysis indicates that, although

initiatives such as the Reduced Longitudinal Separation Minimum (RLongSM) of five

minutes have been in place for over two years, many qualified flights are not

availing of the airspace flexibility by means of making mid ocean requests. This may

be attributable in part to previous experience on the flight deck that, due to traffic

density, profile changes would not be available once a flight has entered oceanic

airspace.

NAT OPS BULLETIN 2013_005 – New Service Notification for Gander Oceanic Control Area


This new initiative will enable the Gander oceanic controller to be proactive by

providing information that could aid in flight deck decision making that result in fuel

savings and reductions in greenhouse gas emissions.

What Flight Crews Will See (via uplink message (UM) 169) or Hear (on HF

via Gander Radio)

“(FLIGHT IDENT) HIGHER FLIGHT LEVEL IS AVAILABLE IF REQUESTED, ADVISE

INTENTIONS”

What Flight Crews Should Do

If a climb would be beneficial to the flight, use CPDLC downlink message (DM) 9

“REQUEST CLIMB TO [level]” or request higher with Gander Radio via HF voice.

If a higher flight level is not requested, use CPDLC DM 3 “ROGER” or advise Gander

Radio via HF voice.

- END -


Crew Procedures Effective 5 September 2013

Serial Number: 2013-004

Subject: Reykjavik Data Link Oceanic

Clearance Delivery (OCD) Crew Procedures

Version 3

Effective: 5 September 2013

The purpose of North Atlantic Operations Bulletin 2013-004 is to provide flight crew procedures related to

the delivery of oceanic clearances via data link to aircraft by the Reykjavik Oceanic Area Control Centre

(OAC).

The Reykjavik OAC provides an air traffic control service within the Reykjavik Oceanic Control Area

(OCA). Data Link Oceanic Clearance Delivery (OCD) service is provided via VHF and satellite to ACARS

equipped aircraft via network service providers ARINC and SITA.

This NAT OPS Bulletin Serial Number: 2013_004 supersedes NAT OPS Bulletin Serial Number: 2012_018



















acknowledged.

NAT OPS BULLETIN 2013-004 – Reykjavik OCD Crew Procedures Version 3



REYKJAVIK DATA LINK

OCEANIC CLEARANCE DELIVERY (OCD)

CREW PROCEDURES

Reykjavik Oceanic Area Control Centre Operations Building




1. CONTENTS

Contents ................................................................................................................................................... 3 Summary of Changes .............................................................................................................................. 4 Abbreviations .......................................................................................................................................... 4 1. Introduction ..................................................................................................................................... 5 2. Requesting Clearance ...................................................................................................................... 6 3. Clearance Delivery .......................................................................................................................... 7 4. Clearance Acknowledgement .......................................................................................................... 8 5. Clearance Negotiation ..................................................................................................................... 8 6. Reclearances .................................................................................................................................... 8 7. Time Revisions ................................................................................................................................ 8 8. RCL and CLA Errors ....................................................................................................................... 9 9. Terms Used in the ATC/ Line ....................................................................................................... 10 10. Explanation of Data Link Clearance Elements .......................................................................... 11








2. SUMMARY OF CHANGES

The following changes have been made in this version of the document:

Paragraph Change

2.3 If the flight planned route does not contain a waypoint on the Reykjavik CTA

boundary then the Entry Point in the CLX message will normally be a system

calculated boundary crossing point.

3.3 If the flight planned route does not contain a waypoint on the Reykjavik CTA

boundary then the Entry Point in the CLX message will normally be a system

calculated boundary crossing point.

(Subsequent paragraphs were renumbered).

3. ABBREVIATIONS


AFIS Aerodrome Flight Information Service

ARINC * Aeronautical Radio Incorporated

CLA * Clearance Acknowledgement downlink message

CLX * Oceanic Clearance uplink message

CTA Control Area

ETA Estimated Time of Arrival


HF High Frequency

ICAO International Civil Aviation Organization

NAT North Atlantic

OAC Oceanic Area Control Centre


OCD * Oceanic Clearance Delivery

OEP * Oceanic Entry Point

RCL * Request Oceanic Clearance downlink mesage

SITA * Société Internationale de Télécommunications Aéronautiques

TMI * Track Message Ident number


* designates an abbreviation that is not included in ICAO DOC8400 – ICAO Abbreviations and Codes.




4. 1. INTRODUCTION

1.1 The Reykjavik Oceanic Area Control Centre (OAC) provides an air traffic control service within the

Reykjavik Oceanic Control Area (OCA). Data Link Oceanic Clearance Delivery (OCD) service is

provided via VHF and satellite to ACARS equipped aircraft via network service providers ARINC

and SITA. If the flight crew is uncertain about any aspect of the data link OCD process, they should

contact:



1.2 The OCD service is implemented in accordance with the standard “Data-Link Application System

Document (DLASD) for the Oceanic Clearance Data-Link Service” ED-106A. This standard is also

frequently referred to as the ARINC Specification 623 for Oceanic Clearance.

1.3 There are no specific flight planning requirements for the Reykjavik OCD service.




5. 2. REQUESTING CLEARANCE

2.1 Each operator of flights that can downlink RCL and CLA messages should ensure that flight crews

know how to address them to the Reykjavik OCD system.

2.2 The OCD transaction is initiated in all cases by a downlink oceanic clearance request (RCL).

2.3 Any RCL must contain the following information, as a minimum:

Reykjavik Entry Point.

ETA for Entry Point.

Requested Mach Number.

Requested Flight Level.

Note: If the flight planned route does not contain a waypoint on the Reykjavik CTA boundary then

the Entry Point should be the next flight plan waypoint before the Reykjavik CTA boundary.

In such cases the entry point in the 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.

2.4 Crews may add remarks (RMK/) indicating the preferred alternative to the requested clearance and

maximum flight level that can be accepted at the Entry Point. Inclusion of this information can assist

the Reykjavik Controller and may expedite the clearance delivery process.

2.5 The call sign in the RCL must match the aircraft identification as contained in the ICAO flight plan,

or the RCL will be rejected (see Section 8 – RCL and CLA Errors).

2.6 Reykjavik cannot issue oceanic clearances until coordination data has been received from the

adjacent air traffic control centre and the flight data has been activated within the Reykjavik Flight

Data Processing System (FDPS). This occurs a certain time before the aircraft is estimated to enter

the Reykjavik CTA and the time interval varies depending on the control area from which the

aircraft enters the Reykjavik CTA. The following can be used as guidelines for the crew to determine

when the RCL message can be accepted by the Reykjavik FDPS:

Aircraft entering the Reykjavik CTA from

the following CTA

Send the RCL when the aircraft is less than

this many minutes from the Reykjavik CTA

Entry Point

Stavanger 25 minutes

Scottish 25 minutes

Edmonton 45 minutes

Murmansk 30 minutes

Rule of thumb:

Send RCL when 20-25 minutes from the Entry Point.

2.7 If the RCL message is received in the Reykjavik FDPS before the flight data has been activated by a

coordination message from the transferring centre the FDPS will automatically reject the RCL and

send the following message to the aircraft:

RCL REJECTED

RCL SENT TOO EARLY

REQUEST AGAIN LATER

SEND RCL WHEN 25 MINUTES FROM THE BOUNDARY




2.8 The OCD service is not available for flights departing from airports in Iceland, Greenland and the

Faroe Islands. The oceanic clearance to those flights is delivered by the appropriate Control Tower

or AFIS before departure.

2.9 The crew shall under normal circumstances send the RCL message and obtain the oceanic clearance

before entering the Reykjavik CTA. There is however no technical limitation on how late the RCL

can be received by the Reykjavik FDPS – the system is even capable of processing an RCL message

received after the aircraft has entered the CTA.

2.10 The following message indicates that the RCL message has been received and accepted by the

Reykjavik FDPS:

RCL RECEIVED

IF NO CLEARANCE WITHIN 15 MINUTES


If this message is not received within 5 minutes of sending the RCL, the crew should request the

clearance via voice in accordance with paragraph 4.4.

2.11 The Reykjavik FDPS automatically responds to the RCL message. All possible responses are

detailed in Section 8.

6. 3. CLEARANCE DELIVERY

3.1 Examples of data link oceanic clearances are provided in Section 10.

3.2 The crew must confirm that the callsign in the received CLX message matches the Flight Plan

callsign. If the call sign is not correct, the clearance is not valid and the crew must request the

oceanic clearance via voice in accordance with paragraph 4.4.

3.3 The OEP in the CLX message is normally a point on the Reykjavik CTA boundary. If the flight

planned route does not contain a waypoint on the Reykjavik CTA boundary then the entry point in

the CLX message will be a system calculated boundary crossing point. Exceptions to this are the

waypoints EPMAN, DARUB, JULET and LT.

3.4 All oceanic clearances contain the full route of flight to landfall. Clearances along one of the NAT

tracks will additionally include the track identifier (NAT A, NAT B etc). Crews must check that the

route co-ordinates received match the published NAT track message and query any discrepancy

using voice procedures.

3.5 The flight level contained in the data link oceanic clearance is the “cleared oceanic flight level” for

the purposes of complying with the lost communication procedures detailed in the AIP Iceland ENR

section 1.8.6 and the North Atlantic Regional Supplementary Procedures (ICAO Doc 7030). If

operating at a different level at the time of receipt of the oceanic clearance, then a climb/descent

clearance must be requested from the ATS Unit in whose airspace the aircraft is operating – an

oceanic clearance does NOT constitute a level change instruction. If there is a concern, crews should

contact their current air traffic controller.

3.6 If an aircraft is cleared via a different Entry Point from that requested, Reykjavik will calculate an

ETA and this will be shown in the clearance. If this ETA differs from that calculated by the crew by

3 minutes or more, Reykjavik must be advised (See section 7). ATC in the airspace immediately

before the Oceanic Entry Point is responsible for providing a revised route clearance to enable the

flight to reach the new Oceanic Entry Point.

3.7 The CLX may contain additional information, prefixed with the text “ATC/”. ATC/ messages are

detailed in Section 9.

3.8 All Clearance messages terminate with the phrase- END OF MESSAGE. If this text is not present,

then data has been lost during transmission and the clearance must be ignored. Crews must revert to

voice procedures in accordance with paragraph 4.4.




7. 4. CLEARANCE ACKNOWLEDGEMENT

4.1 When a data link oceanic clearance (CLX) is received the crew shall:

a) Send a Clearance Acknowledgement message (CLA); or

b) Send a new RCL message (refer to Section 5).

4.2 Upon receipt of a valid CLA message, the Reykjavik FDPS will uplink a Clearance Confirmed

message. This message indicates that the data link oceanic clearance process is complete and that no

further action is required by the crew to acknowledge or verify the oceanic clearance. The clearance

transaction is not complete until the confirmation message is received.

CLA RECEIVED

CLEARANCE CONFIRMED

If this message is not received within 5 minutes of sending the CLA, then the data link oceanic

clearance must be verified via voice in accordance with paragraphs 4.4 and 4.5.

4.3 If a CLA error message is received, the data link oceanic clearance must be verified via voice in

accordance with paragraphs 4.4 and 4.5 (see also Section 8 – RCL and CLA Errors).

4.4 If a data link oceanic clearance must be verified or requested via voice then contact:




ETA for the OEP;





8. 5. CLEARANCE NEGOTIATION

5.1 When a data link oceanic clearance (CLX) is received, the crew may elect to send a new RCL

message if the clearance is not acceptable.

5.2 If a revised clearance is issued then the new CLXs will be annotated “RECLEARANCE 1”,

“RECLEARANCE 2” etc.

5.3 The reclearance with the highest reclearance number shall be acknowledged.

9. 6. RECLEARANCES

6.1 The Reykjavik FDPS does not accept a new RCL once a CLA message has been received. Any

subsequent request for a change to the oceanic clearance shall be made on voice to:



10. 7. TIME REVISIONS

7.1 If the data link oceanic clearance has been received, crews should advise the current controller via

voice if the ETA for the OEP changes by 3 minutes or more. This may result in ATC providing a

reclearance.




7.2 The OEP estimate used by ATC when producing the oceanic clearance is located next to the OEP in

the data link clearance message (see Section 10). This time should be used when considering

whether a time revision notification to ATC is necessary. Crews should be aware that this time may

not coincide with the OEP estimate they sent in the RCL.

11. 8. RCL AND CLA ERRORS

RCL Errors


RCL REJECTED

ERROR IN MESSAGE


Meaning: An error has been detected in the RCL

received by the Reykjavik OCD system.



RCL REJECTED

REGISTRATION DOES NOT MATCH FLIGHT

PLAN


Meaning: The aircraft registration in the RCL





RCL REJECTED

FLIGHT PLAN NOT HELD


Meaning: The Reykjavik FDPS does not have a

flight plan for the flight.

Crew action: Check that the correct callsign was

used. Amend and re-request.

OR

The oceanic clearance must be requested via

voice (see paragraph 4.4).

RCL REJECTED

MULTIPLE FLIGHT PLAN HELD


Meaning: The Reykjavik FDPS holds more than

one flight plan for flight.



RCL REJECTED

CLEARANCE HAS BEEN SENT TO ICELAND

RADIO


CONTACT ICELAND RADIO FOR

CLEARANCE

Meaning: The clearance has already been sent to

Iceland Radio for delivery on voice.

Crew action: Contact Iceland Radio on voice for

the clearance (see paragraph 4.4).

RCL REJECTED

REQUEST BEING PROCESSED

AWAIT TRANSACTION COMPLETION

Meaning: The crew has sent a new RCL while the

previous one is still being processed by the

Reykjavik FDPS.

Crew action: Await clearance issued on the basis

of the original RCL, then input new RCL if

required.

RCL REJECTED

INVALID FLIGHT PLAN STATUS


Meaning: The status of the flight plan in the

Reykjavik FDPS is not appropriate for processing

of an RCL message.






RCL REJECTED

RCL SENT TOO EARLY

REQUEST AGAIN LATER

SEND RCL WHEN 25 MINUTES FROM THE

BOUNDARY

Meaning: The flight plan has not yet been

activated in the Reykjavik FDPS (see paragraphs

2.6-2.7).

Crew action: Send the RCL when 25 minutes

from the Reykjavik CTA boundary.

RCL REJECTED

CLEARANCE CANCELLED




Reykjavik FDPS.



CLA Errors


CLA REJECTED

CLEARANCE CANCELLED


Meaning: The CLA received by the Reykjavik

OCD system did not match the data link oceanic

clearance or an error has been detected in the

CLA.

Crew action: The data link oceanic clearance

received by the crew is not valid. The oceanic

clearance must be requested via voice (see

paragraph 4.4).

CLA REJECTED

REGISTRATION DOES NOT MATCH FLIGHT

PLAN


Meaning: The aircraft registration in the CLA





CLA REJECTED

CLEARANCE CANCELLED




Reykjavik FDPS before the CLA was received.



12. 9. TERMS USED IN THE ATC/ LINE

LEVEL CHANGE The flight level in the clearance is different from the flight

level requested in the RCL message.

MACH CHANGE The speed in the clearance is different from the speed

requested in the RCL message.

ENTRY POINT CHANGE <position> The entry point in the clearance is different from the entry

point requested in the RCL message.

ROUTE AMENDMENT The route in the clearance is different from the route in the

flight plan.

CLEARANCE LIMIT The clearance limit in the clearance is different from the

destination in the flight plan.




13. 10. EXPLANATION OF DATA LINK CLEARANCE ELEMENTS


SAS903 CLRD TO KEWR VIA ISVIG

RANDOM ROUTE

63N010W 63N020W 63N030W 62N040W 60N050W PRAWN YDP

FM ISVIG/1314 MNTN F360 M082

END OF MESSAGE


UAL941 CLRD TO KORD VIA BARKU

NAT A

BARKU RATSU 62N020W 63N030W 62N040W 60N050W PRAWN YDP

FM BARKU/1314 MNTN F340 M082

ATC/LEVEL CHANGE

END OF MESSAGE

Message identifier

The route is not a

NAT track

Time and date (2010, June 03)

Reykjavik OAC

Data link clearance

sequence number

Callsign Destination and

Oceanic Entry Point

Cleared route

An “ATC” comment

indicates that the clearance

is different from what was

requested in the RCL or

FPL.

Cleared Mach number


If this line does not appear, the clearance

may be incomplete (see paragraph 3.7)

Estimate for Oceanic Entry Point used by

ATC when assigning the clearance.

Note: This element is not a restriction or an

instruction (see section 7)

NAT Track

identifier






CLRD Cleared

CLRNCE Clearance

CLX Clearance uplink message

F Flight level

FM From

M Mach

MNTN Maintain

NAT North Atlantic Track

END -

NAT OPS Bulletin 2013_002 TrkWise.docx


Subject: “Track Wise”– Targeting Risk within

the Shanwick OCA

Issued: 26 April 2013

The purpose of the North Atlantic Operations Bulletin 2013-002 is to promulgate “Track Wise” – Targeting

Risk within the Shanwick Oceanic Control Area (OCA).

Publication of “Track Wise – Targeting Risk within the Shanwick OCA”

a) In October 2012, National Air Traffic Services (NATS) completed a new publication of an interactive

DVD entitled “Track Wise – Targeting Risk within the Shanwick OCA” This new DVD is produced and

funded by NATS, the ANSP providing air traffic control services in the Shanwick Oceanic Control

Area (OCA), in collaboration with the Safety Partnership Agreement (whose membership includes

airlines based in the United Kingdom, Europe and the United States).

b) The DVD presents the progress of a westbound flight through the Shanwick OCA and while the

operational procedure elements are specific to Shanwick the majority of the DVD considers issues

common to the whole ICAO NAT Region.

c) “Track Wise” is available for free to all interested parties, including aircraft operators, ANSPs,

regulators and professional organizations. The content of the DVD is available on YouTube via the

following link:

http://www.youtube.com/watch?v=EJTjwW5ZYas

d) A link to this video has also been placed on the ICAO EUR/NAT website (www.paris.icao.int) on the

page for NAT Region documents:

http://www.paris.icao.int/documents_open/subcategory.php?id=106















acknowledged.


Subject: Information & Guidance for Data Link

Oceanic Clearance Delivery in Santa Maria FIR

Issued: 28 January 2013

The purpose of the North Atlantic Operations Bulletin 2013-001 is to promulgate Oceanic Clearance

Delivery (OCD) via data link procedures on behalf of the Santa Maria Area Control Centre (OCA) which

was promulgated by NAV Portugal as AIC 009 - 2012 A:

a) An effort was made to assure that the AIC Portugal A009/2012 would only contain information and

guidance for the use of OCD in Santa Maria FIR, reinforcing the need to always verify the applicable

oceanic clearance procedures in AIP Portugal.

b) All procedures related to oceanic clearance request and delivery which were published in AIP Portugal

and duplicated in the AIC have been removed from the AIC and are now only published in AIP

Portugal.

c) A specific attention call was made to pilots for the importance of making use of the waypoints

designators in the data link RCL message instead of the coordinates that make up those waypoints.

For question on data link OCD service and requirements you may contact the following NAV Portugal staff:

Jose Joaquim S.P. Cabral

Head of Atlantic Operational Procedures

NAV Portugal, E.P.E. / Atlantic Operations Directorate

Apartado 47 - 9580-909 Vila do Porto

Phone: +.351.296.820 510 / Fax: +.351.296.886 116


Mobile Phone: +.351.917 338 871

This NAT OPS Bulletin Serial Number: 2013_001 supersedes NAT OPS Bulletin Serial Number: 2010_014

NOTICE

NAT Ops Bulletins are used to distribute information on behalf of the North Atlantic Systems Planning Group

(NAT SPG). The material contained therein may be developed within the working structure of the NAT SPG or

be third party documents posted at the request of a NAT SPG Member State. A printed or electronic copy of this

Bulletin, 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. 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.

The NAT OPS Bulletin Checklist available on www.paris.icao.int (EUR & NAT Documents, NAT Documents),

contains an up to date list of all current NAT Ops Bulletins.


acknowledged.

1.

AIP AIC: 009 - 2012 APublication Date: 29-Nov-2012

PORTUGAL

OCEANIC CLEARANCE DELIVERY (OCD) IN SANTA MARIA OCEANIC CONTROL AREA (OCA)

Phone: +.351.21.855 35 06

Fax: +.351.21.855 33 99

AFS: LPPPYOYC


Direcção de Segurança e

Desempenho Operacional

Aeronautical Information Service

Apartado 8223

1803-001 Lisboa Codex

1 INTRODUCTIONThe OCD is a data link service that allows pilots and controllers to exchange text messages for oceanic clearance request and oceanic clearance delivery using the ACARS network, according the specifications defined on the AEEC 623 and EUROCAE ED106.

2 PURPOSEThe purpose of this Aeronautical Information Circular (AIC) is to provide information about the NAV Portugal OCD data link service in Santa Maria OCA.

3 AREA OF APPLICATIONSanta Maria Oceanic Control Area (OCA).

4 GENERAL4.1 System descriptionThe implementation of the data link based OCL application consists in the transposition of the oceanic clearance request dialogue, from the HF radio channel to the ACARS data link channel as follows:

• According to the procedures and time frames published in AIP Portugal, the pilot requests his OCL through the ACARS terminal using the Request Oceanic Clearance (RCL) message. The RCL message includes the same information elements as a voice request.

• The ATC ground system will acknowledge the reception of the request and verify that it corresponds to an existing flight plan. If negative, a message will be sent, rejecting the RCL.

• If the flight plan exists the ATC ground system issues the oceanic clearance and sends it to the pilot via the ACARS data link network. The pilot can check and print the clearance at his convenience.

• The pilot sends back a clearance data link acknowledgment (full read-back).

• The read-back is checked by the ATC ground system against the issued clearance and sends either a clearance confirmation or cancellation, depending on the result.

The set of messages defined by AEEC 623 and EUROCAE ED106 for OCL data link messages exchange are:

• RCL for OCL request (downlink)

• CLX for OCL clearance (uplink)

• CLA for OCL read-back (downlink)

• FSM for ACCEPTED, RECEIVED or REJECTED messages (uplink)

2.

4.2 Connecting to System• Each operator of flights that can downlink RCL and CLA messages should ensure that flight crews know

how to address them to Santa Maria's OACC OCD system.

• To establish contact with Santa Maria FIR through OCD data link service, pilots must use the ICAO four letters designator LPPO.

4.3 Requesting ClearanceFlights so equipped should request the clearance by sending the ACARS RCL within the time frames and procedures defined in AIP Portugal.

Pilots entering Santa Maria FIR through one of the waypoints published in AIP Portugal, are reminded to always make use of the appropriate 5 letter designator in the ACARS RCL messages and not the coordinates that make up that waypoint.

4.4 Clearance delivery• Pilots are responsible for checking all items of received oceanic clearance (CLX) and ensure that they are

consistent with the filed Flight Plan and with the oceanic clearance request made by them. If any discrepancy is found, the crew must not send the CLA message and should revert to voice.

• Attention is called to the possibility of the CLX message containing additional information, prefixed with the text “ATC/“. This may be advisory information e.g. “LEVEL CHANGE” or additional ATC instructions e.g. “AT <position> CLIMB/DESCEND TO AND MAINTAIN <level>.

• Pilots must be aware that the Oceanic Clearance is valid only from the oceanic entry point. Usually if there is any difference between the cleared routes and level on the oceanic clearance and the flight’s actual profile, ATC units will coordinate among them in order to correct the flight’s profiles before it reaches the oceanic entry point. If there is a concern, crews should contact their current ATC unit for instructions.

4.5 Clearance negotiation• After clearance delivery and confirmation, flights may submit new requests, by sending again an RCL.

• All subsequent messages will follow the same pattern as the previous RCL.

4.6 Reclearances• When a data link oceanic clearance is amended, it will include the ATC/ line and the RECLEAREANCE

line.

• The ATC/ line will list which item (or items) of the clearance was changed from the previously issued clearance.

• The RECLEARANCE line will contain a number from 1 to 9, to identify the first and subsequent re-clearances (i.e., RECLEARANCE1, RECLEARANCE2, etc.).

• If more than one RECLEAREANCE is received, the CLA should be sent only for the clearance with the highest RECLEAREANCE number.

• If any doubts arise, pilots should revert to voice communications and confirm their clearance.

4.7 Clearance Acknowledgement • When a valid data link oceanic clearance is received, pilots must send a Clearance Acknowledgement

(CLA).

• After sending the CLA the crew should expect a confirmation message from ATC ground system.

• If no confirmation is received within 5 minutes of sending the CLA, then the data link oceanic clearance must be verified via voice.

3.

4.8 Time revisions• If the data link oceanic clearance has been received, crews should advise ATC if the ETA for the boundary

changes by 3 minutes or more.

• Time revisions may be transmitted on voice or by a new data link RCL, containing the revised ETA/ETD.

• If the time revision is made via data link, the crew should expect to receive a Reclearance showing the revised ETA. This may be a copy of the original CLX (containing the new ETA) or the CLX may contain a change in any clearance parameter (accompanied by appropriate information on the ATC/ field).

• All reclearances must be acknowledged.

4.9 Examples of uplink FSM error messages

Pilots are reminded that there might be other FSM messages than those exemplified above. In all circumstances, should any doubts arise, revert to voice procedures.

5 ADDITIONAL INFORMATION AND PARTICIPATION REQUIREMENTSFor more information on OCD data link service and participation requirements you may contact the following NAV Portugal staff:

Post: Jose Joaquim S.P. CabralHead of Atlantic Operational ProceduresAtlantic Operations DirectorateNAV Portugal, E.P.E.Apartado 479580-909 Vila do Porto

Phone: +.351.296.820 510

Phone: Mobile Phone: +.351.917 338 871

Fax: +.351.296.886 116Email: [email protected]

This Aeronautical Information Circular replaces AIC 006-2010 = END =

1 Error is detected in a message: <RCL> REJECTED - ERROR IN MESSAGE - REVERT TO VOICE PROCEDURE

2 RCL is received while another has not been completed: RCL REJECTED - REQUEST BEING PROCESSED - AWAIT TRANSACTION COMPLETION

3 RCL for non-existent flight: RCL REJECTED - FLIGHT PLAN NOT HELD - REVERT TO VOICE PROCEDURE

4 RCL for duplicate flight: RCL REJECTED - FLIGHT PLAN NOT HELD - REVERT TO VOICE PROCEDURE - MULTIPLE FLIGHT PLAN

5 Incorrect entry point in RCL: RCL REJECTED - FLIGHT PLAN NOT HELD - REVERT TO VOICE PROCEDURE

6 No CLX associated to received CLA, or multiple CLA messages: CLA REJECTED - CLEARANCE CANCELLED - REVERT TO VOICE PROCEDURE

7 Invalid checking between CLA and the CLX previously sent (includes mismatch of Re-clearance Number): CLA REJECTED - CLEARANCE CANCELLED - REVERT TO VOICE PROCEDURE

8 Non reception of CLA for a sent CLX within the time T1 (VSP): CLA REJECTED - CLEARANCE CANCELLED - REVERT TO VOICE PROCEDURE - TRANSACTION TIMEOUT

9 When the controller cancels OCL data link clearance manually (from Working window or strip), the system will disable OCD. If subsequently a CLA is received, the system will send an FSM: CLA REJECTED - CLEARANCE CANCELLED - REVERT TO VOICE PROCEDURE

THIS PAGE INTENTIONALLY LEFT BLANK

4.


Subject: NAT Region Data Link Mandate Issued: 30 November 2012

The purpose of North Atlantic Operations Bulletin 2012-031 is to provide airspace users with information

concerning the implementation of the NAT Region Data Link Mandate. Phase 1 of the Mandate becomes

effective on 7 February 2013.

Canada, Iceland, Portugal and the United Kingdom have issued Aeronautical Information Circulars (AIC)

concerning the initial implementation of the NAT Region Data Link Mandate. Through prior coordination,

all of the AICs include the same content. The AIC issued by Portugal is provided in this Bulletin.

The United States has issued an FAA Notice on the same subject. The FAA Notice is also included in this

Bulletin.

Questions or requests for further information concerning the content of the AICs or the FAA Notice should

be directed as follows:

Canada (AIC 40/12 - 13 December 2012)

Doug Dillon, Manager

ACC Operations, Gander Area Control Centre

NAV CANADA

P.O. Box 328

Gander, NL A1V 1W7



Iceland (AIC A 012/2012 - 14 Dec 2012)

E-mail:[email protected]

Portugal (AIP AIC 008-2012 A - 29 Nov 2012)

Cirilo Araújo

Head of Air Traffic Services, Santa Maria FIR

NAV Portugal E.P.E.

Phone:+351 296 820 504

Email:[email protected]

United Kingdom (AIC Y 145/2012 - 20 Dec 2012)

General Manager, Prestwick Centre

NATS

Fresson Avenue

PRESTWICK

KA9 2GX

Direct line: 0044-1292-479800

United States (FAA Notice North Atlantic FANS 1/A

Data Link Mandate - 18 October 2012)

Greg Sparks Flight Standards Service,

Performance Based Flight Systems Branch (AFS-

470),

Program Support; EIS, Inc.

202-385-4987 [email protected]

Mark Patterson

AFS-470

202-385-4352

[email protected]

Roy Grimes AFS-470 Program Support

CSSI, Inc.

202-863-3692

[email protected]

Madison Walton

AFS-470

202-385-4596

[email protected]

NOTICE

NAT Ops Bulletins are used to distribute information on behalf of the North Atlantic Systems Planning














acknowledged.

AIP AIC: 008 - 2012 APublication Date: 29-Nov-2012

PORTUGAL

NOTICE OF MANDATE FOR DATA LINK SERVICES IN THE NORTH ATLANTIC REGION

Phone: +.351.21.855 35 06

Fax: +.351.21.855 33 99

AFS: LPPPYOYC


A

Direcção de Segurança e

Desempenho Operacional

eronautical Information Service

Apartado 8223

1803-001 Lisboa Codex

1. INTRODUCTION

It is widely acknowledged that data link services enhance surveillance and intervention capabilities, and its availability constitutes a crucial component in providing safe, efficient and sustainable operations, as well as facilitating the future evolution of the air traffic management (ATM) system in the North Atlantic (NAT) region.

As notified in State letter EUR/NAT 12-0003.TEC (dated 04 January 2012), all aircraft intending to conduct flights in the portions of the North Atlantic (NAT) regional airspace defined below shall be fitted with, and shall operate Controller Pilot Data Link Communications (CPDLC) and Automatic Dependent Surveillance–Contract (ADS-C) equipment.

2. PURPOSE OF CIRCULAR

This aeronautical information circular (AIC) outlines the defined airspace for the data link mandate, methods of indicating equipage in flight plan, and details the time lines for implementation.

3. BACKGROUND

The CPDLC and ADS-C implementation based on RTCA DO-258A/EUROCAE ED-100A (or ED-100) avionics standards started in the ICAO NAT Region at the end of 1990. Data link service enhances ATM surveillance and intervention capabilities and is seen as instrumental in reducing collision risk, particularly in the vertical plane, and meeting the NAT Target Level of Safety (TLS). The use of ADS-C vertical and horizontal deviation event contracts to conformance monitor aircraft help towards quickly resolving this significant safety issue.

The use of ADS-C would also greatly facilitate search and rescue operations and location of an aircraft following an accident in oceanic airspace.

In order to achieve the foregoing safety objectives, it is important to increase the level of data link equipage in the NAT. The current level of data link usage in the NAT has reached 45-50% and continues to grow. Introducing mandatory data link equipment carriage requirement will increase the NAT data link equipage level and help in meeting the NAT TLS.

1.

4. AREA OF APPLICABILITY

The NAT data link mandate will be implemented incrementally, via two phases.

The first phase will commence 7 February 2013, with all aircraft operating on or at any point along two specified tracks within the NAT organized track system (OTS) between FL360 to FL390 inclusive required to be fitted with and using CPDLC and ADS-C equipment. The mandate will be in effect during the OTS validity period, and is applicable to those flights that will cross 30W during the published track times.

The specified tracks will be those for which the predicted loading is in the higher percentage of overall predicted NAT OTS loading on that day and shall be identified in the Remarks section of the NAT Organized Track message. Non compliant aircraft will not be permitted to join or cross the specified tracks during the OTS validity period. However, continuous climb or descent through the specified levels may be available, subject to traffic.

The specified tracks will be published as part of the OTS Message in REMARKS 2.

Example:

REMARKS:1. TMI IS 108 AND OPERATORS ARE REMINDED TO INCLUDE THE TMI NUMBER AS PART OF THE OCEANIC CLEARANCE READ BACK.2. ADS-C AND CPDLC MANDATED OTS ARE AS FOLLOWSTRACK B 360 370 380 390TRACK D 360 370 380 390END OF ADS-C AND CPDLC MANDATED OTS

The second phase will commence 5 February 2015 in specified portions of NAT minimum navigation specifications (MNPS) airspace. The vertical and lateral dimensions of the airspace will be defined and advertised at a later date.

5. FLIGHT PLANNING

Operators intending to conduct flights in the airspace defined above, shall be fitted with and shall operate Controller Pilot Datalink Communications (CPDLC) and Automatic Datalink Surveillance – Contract (ADS-C). The appropriate equipage to be indicated in Item 10 (equipment and capabilities) of the ICAO flight plan is as follows:

• D1 ADS-c with FANS 1/A capabilities and •J2 CPDLC FANS 1/A HFDL and/or •J5 CPDLC FANS 1/A SATCOM (INMARSAT) and/or •J7 CPDLC FANS 1/A SATCOM (Iridium)

6. FURTHER INFORMATION


Cirilo AraújoHead of Air Traffic Services, Santa Maria FIRNAV Portugal E.P.E.Phone:+351 296 820 504Email:[email protected]

This AIC replaces AIC A 006/2012

=END=

2.

Federal Aviation Administration

FAA Notice FAA Domestic/International Notices To Airmen

http://www.faa.gov/air_traffic/publications/notices

18 OCTOBER 2012 UPDATE

NORTH ATLANTIC FANS 1/A DATA LINK MANDATE 1. Objective of Notice. The objective of this Notice is to inform United States (U.S.) operators that Phase 1 of the North Atlantic Data Link Mandate (NAT DLM) plan will be implemented on 7 February 2013 and to advise them of the related program plans and requirements. (For the purpose of this Notice, U.S. operators are operators conducting operations under Title 14 of the U.S. Code of Federal Regulations (14 CFR), part 91, part 91 subpart K and parts 121, 125, 125M, or 135). 2. Background. On 4 January 2012, the ICAO Council approved a Proposal for Amendment (PFA) of NAT Regional Supplementary Procedures (Regional SUPPS) to mandate, in phases, aircraft equipage with and operation of FANS 1/A (or equivalent) CPDLC (Controller-Pilot Data Link Communication) and ADS-C (Automatic Dependent Surveillance-Contract) systems. Paragraphs 3.3.1 and 5.4.1 of the approved amendment to the NAT Regional SUPPS now call for aircraft intending to conduct operations in specified NAT airspace to be fitted with and operating FANS 1/A (or equivalent) CPDLC and ADS-C:

a. from 7 Feb 2013, on specified tracks and flight levels within the NAT organized track system (OTS); and…

b. from 5 Feb 2015, in specified portions of NAT minimum navigation performance

specifications (NAT MNPS) airspace. It is the objective of the NAT DLM plan to enhance communications and surveillance capabilities in NAT operations and thereby, enhance operational safety in the NAT by increasing the number and percentage of NAT flights conducted by aircraft using FANS 1/A (or equivalent) CPDLC and ADS-C. Note: Qualification For Exemption To European ATN/VHF Data Link Requirements. See paragraph 9 concerning qualification for an exemption to European Aeronautical Telecommunications Network (ATN)/VHF data link requirements for aircraft equipped with FANS 1/A systems prior to 1 January 2014.

23. NAT DLM Implementation Plan – Phase 1 (7 February 2013). a. The ICAO NAT SPG (North Atlantic System Planning Group) has agreed that for the 7 February 2013 phase of the DLM implementation plan, carriage and operation of FANS 1/A (or equivalent) data link systems will be mandatory:

(1) Between flight levels 360-390 (inclusive) on no more than two NAT Organized Track System (OTS) tracks that are identified in the Remarks section of the NAT OTS message. (See example OTS message below).

(2) During the OTS validity period and will apply to those flights crossing 30 degrees west

longitude during the published track times. b. Aircraft that are not equipped and using FANS 1/A data link will not be permitted to join or cross the specified tracks during the OTS validity period. For such aircraft, however, continuous climb or descent through the specified levels may be available, subject to traffic. Note 1: NAT SPG has agreed that the two OTS tracks where the DLM will apply will be established with the provision that at an OTS Track where the requirements of the DLM will not apply will be made available one degree north and one degree south of the specified DLM tracks. Note 2: normally the two specified DLM tracks will be adjacent to each other in the OTS. 4. Example NAT Organized Track Message, Remarks section. The specified tracks will be published as part of the OTS Message in REMARKS 2. An example is shown below: REMARKS: 1. TMI IS 108 AND OPERATORS ARE REMINDED TO INCLUDE THE TMI NUMBER AS PART OF THE OCEANIC CLEARANCE READ BACK. 2. ADS-C AND CPDLC MANDATED OTS ARE AS FOLLOWS TRACK B 360 370 380 390 TRACK D 360 370 380 390

END OF ADS-C AND CPDLC MANDATED OTS

5. Required Flight Plan Entries. a. Operators planning to operate in NAT airspace where the DLM is applied shall indicate FANS 1/A (or equivalent) CPDLC communications and ADS-C surveillance capabilities in the ICAO flight plan in accordance with ICAO Document 4444 (Air Traffic Management), Appendix 2 (Flight Plan). In addition, operators are reminded of the NAT SUPPS, Chapter 2 requirement that all aircraft intending to operate in the NAT Region shall insert the aircraft registration in Item 18 of the ICAO flight plan, following the “REG/” indicator.

b. The appropriate equipage to be indicated in Item 10 (equipment and capabilities) of the ICAO flight plan is as follows:

3Item 10a. (Radio communication, navigation and approach aid equipment and capabilities)

J2 (CPDLC FANS 1/A HFDL) and/or…

J5 (CPDLC FANS 1/A SATCOM (INMARSAT)) and/or…

J7 (CPDLC FANS 1/A SATCOM (Iridium))

Item 10b. (Surveillance equipment and capabilities)

D1 (ADS-C with FANS 1/A capabilities) Note: for information on the new ICAO Flight Plan entries that are required as of 15 November 2012 at 0000 UTC and on the related ICAO and FAA implementation programs, see the FAA webpage “Planned Changes to Filed Flight Plans in 2012”: http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/flight_plan_filing/general/icao_2012/ 6. Status of Planning for Phase 2 of the NAT DLM (5 February 2015). Firm plans and provisions for the implementation of the 5 February 2015 phase of the NAT DLM have not yet been developed. As noted above, however, the airspace where equipage with and operation of Data Link systems will be mandated is intended to expand in Phase 2 to “specified portions of NAT MNPS airspace”. The NAT DLM Implementation Plan currently calls for the NAT SPG groups to continue discussion of the Phase 2 NAT DLM airspace boundaries in their Fall 2012 meetings and to complete their discussions during the June 2013 NAT SPG meeting. 7. Operational Authorization To Use FANS 1/A (or equivalent) Data Link Systems. a. U.S operators are required to obtain operational authorization prior to using FANS 1/A data link systems. U.S. FAA guidance on the process and procedures for operational authorization and aircraft data link system approval can be found in the following documents:

(1) AC 20-140 (as amended) (Guidelines for Design Approval of Aircraft Data Link Communication Systems Supporting Air Traffic Services (ATS)).

Note: in accordance with the NAT SPG agreement, data link communications may be conducted via Inmarsat Classic Aero or Iridium Short Burst Data. (See para. 7 below.) (2) AC 120-70 (as amended) (Operational Authorization Process for Use of Data Link Communication System)

b. These documents are posted on the Data Link Webpage that can be found at the URL below: http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/oceanic/data_link/ c. The U.S. FAA will grant operational authorization for operators to use FANS 1/A data link by issuing an Operational Specifications or Management Specifications paragraph A056 (Data Link

4Communications), as appropriate, or a part 91 Letter of Authorization A056 (Data Link Communications). d. It is the objective of U.S. FAA documents containing guidance on operational authorization to ensure that operators and aircraft for which the U.S. FAA is responsible meet provisions called for in the following documents cited in Chapter 3 (Communications) and Chapter 5 (Surveillance) of the NAT SUPPS:

(1) RTCA DO-258/ED-100 (Interoperability Requirements for ATS Applications Using ARINC 622 Data Communications) or equivalent, capable of operating outside VHF data link coverage.

(2) RTCA/DO-306/ED-122 (Safety and Performance Standard for Air Traffic Data Link Services in Oceanic and Remote Airspace (Oceanic SPR Standard).

8. Iridium Short Burst Data (SBD) and Inmarsat I3 Classic Aero Eligibility for NAT FANS 1/A Data Link Services; Status of Inmarsat I4 Classic Aero Sub-network a. The June 2012 NAT SPG meeting concluded that FANS 1/A (or equivalent) data link communications conducted over Inmarsat I3 Classic Aero, Iridium Short Burst Data and Very High Frequency (VHF) sub-networks have demonstrated acceptable performance for the use of data link services. (Reference NAT SPG/48 report Conclusion 48/10). b. The NAT SPG/48 report noted that consistent with the “NAT Performance Based Communication and Surveillance Implementation Plan”, eligibility for data link operations conducted under current aircraft separation standards would not constitute an automatic eligibility for reduced aircraft separation standards. (Reference report paragraph 3.2.7). c. Status of FANS 1/A Over Inmarsat I4 Classic Aero (FOICA) Sub-network. The FAA has sponsored a PARC CWG (Performance Based Operations Aviation Rulemaking Committee) project to evaluate FOICA performance. The PARC CWG submitted a report to the FAA in September 2012. FAA representatives will keep operators informed on the status of the report. 9. Exemption to European Aeronautical telecommunications network (ATN)/VHF Data Link Requirements For FANS 1/A Equipped Aircraft. European Regional Supplementary Procedures state in paragraph 3.3 that: Aircraft with an individual certificate of airworthiness first issued before 1 January 2014 and fitted with data link equipment certified against requirements specified in RTCA DO-258A/EUROCAE ED-100A (or ED-100) are exempted for the life of that particular airframe. (See the Eurocontrol Link 2000+ Programme Website including Frequently Asked Questions (FAQ) at the URL listed below:

http://www.eurocontrol.int/programmes/link-2000-programme 10. Aircraft Data Link System Failure. Operators are reminded of the guidance provided in GOLD paragraph 5.8 (Emergency and non-routine procedures) that calls for the flight crew to inform the Air Traffic Service Unit in the event of aircraft data link system failure using the following voice phraseology:

5 Flight crew DATA LINK FAILED.

SELECTING ATC COMM OFF. CONTINUING ON VOICE

Controller ROGER. CONTINUE ON VOICE In addition, the flight crew should continue to use voice until the functionality of the aircraft system can be re-established. 11. Reference Document. NAV CANADA Aeronautical Information Circular 24/12 (Notice of Mandate For Data Link Services In The North Atlantic Region) (28 June 2012) was consulted when developing this Notice). 12. Contacts. If there are questions on this Notice, please contact one of the following:

Name Organization Phone Email Greg Sparks Flight Standards Service,

Performance Based Flight Systems Branch (AFS-470), Program Support; EIS, Inc.

202-385-4987 [email protected]

Roy Grimes AFS-470 Program Support CSSI, Inc.

202-863-3692 [email protected];

Mark Patterson AFS-470 202-385-4352 [email protected]; Madison Walton

AFS-470 202-385-4596 [email protected];

(Performance Based Flight Systems Branch, AFS-470, 10/18/12)

cstewart

Typewritten Text

- END -

NAT OPS Bulletin 2012-030.docx


Subject: Reduced Longitudinal Separation

Minimum (RLongSM) Trial

Effective: 17 September 2012

The purpose of North Atlantic Operations Bulletin 2012-030 is to promulgate information, published by the

United States’ Federal Aviation Administration (FAA) concerning the RLongSM validation trial taking place

in the Gander and Shanwick Oceanic Control Areas (OCA).

Contact person: Dennis Mills, New Program Implementation and International Support Branch, AFS-240

Telephone: +202 493-4901















acknowledged.

NAT OPS BULLETIN 2012-030 – Reduced Longitudinal Separation Minimum (RLongSM) Trial

NAT OPS Bulletin 2012-030.docx

- END -


Subject: Trial of a Five-Minute Along-Track

Longitudinal Separation Minimum in the

Gander Oceanic Control Area

Effective: 03 May 2012

The purpose of North Atlantic Operations Bulletin 2012-027 is to promulgate information concerning a trial

application of five-minute along-track longitudinal separation minimum in the Gander OCA on behalf of

NAV CANADA, the air navigation services provider for Canada.

This information is promulgated by Canada as AIC 17/12, and is effective 03 May 2012.

For question concerning AIC 17/12, please contact:

Doug Dillon


NAV CANADA

P.O. Box 328

Gander, NL A1V-1W7

















acknowledged.

3 MAY 12

Note: Cette information est aussi disponible dans l’autre langue officielle. Page 1 of 2

AERONAUTICAL INFORMATION

CIRCULAR 17/12

TRIAL OF A FIVE-MINUTE ALONG-TRACK LONGITUDINAL SEPARATION MINIMUM IN THE GANDER OCEANIC CONTROL

AREA

(Supersedes AIC 42/11)

Introduction

On 28 March 2011, as part of a program to improve service provision in North Atlantic (NAT) airspace, Gander area control centre (ACC) commenced participation in the trial of a five-minute longitudinal separation minimum to be applied between eligible aircraft pairs operating within the Gander and Shanwick oceanic control areas (OCAs).

The five-minute longitudinal separation minimum is intended to aid in the provision of optimum vertical profiles, by means of mid-ocean flight level changes, for those suitably equipped aircraft. Application of this separation minimum is predicated on the use of Automatic Dependent Surveillance—Contract (ADS-C) periodic reports, which provide air traffic control (ATC) with increased confidence in aircraft position reports and estimates, and direct controller pilot–communications (DCPC) provided via controller–pilot data link communications (CPDLC).

NAT MNPS Longitudinal Separation

The current longitudinal separation minimum applied in NAT minimum navigation performance specifications (MNPS) between turbojet aircraft pairs on the same track is 15 minutes, which may be reduced to 10 minutes using the Mach number technique. All aircraft pairs, including those eligible for the five-minute separation, are required to be separated by one of these minima prior to entry into NAT MNPS airspace.

The five-minute longitudinal separation minimum becomes available once eligible aircraft have

entered the Gander or Shanwick OCA, and ADS-C and CPDLC connections have been established. For this reason, it is imperative that pilots request mid-ocean flight level changes from ATC, if it is determined that such changes might result in a more fuel-efficient flight profile.

Operator Participation

Operators do not need to apply to be part of the trial and will be eligible for participation provided they have an ADS-C and CPDLC log-on with Gander ACC and possess MNPS approval. Application of this specific procedure by ATC will be transparent to flights that have received an altitude change clearance.

Flight crews must

adhere to the ATC cleared Mach number; and

report any failure or malfunction of their global positioning system (GPS), ADS-C, or CPDLC equipment to ATC as soon as it becomes apparent.

There will be no changes to the applicable Strategic Lateral Offset Procedure (SLOP).

3 MAY 12

Page 2 of 2 AERONAUTICAL INFORMATION CIRCULAR 17/12

Trial Period

The trial is scheduled to run until March 2014, after which time a review will be performed and a decision will be announced regarding future plans for the five-minute longitudinal separation minimum.

Further Information



Direct line: 709-651-5223 E-mail: [email protected]



Subject: Trial of a 5 Minute Along Track

Longitudinal Separation in the Shanwick

OCA.

Issued: 16 March 2012

The purpose of North Atlantic Operations Bulletin 2012-026 is to promulgate information concerning a trial

of a 5 minute along track longitudinal separation in the Shanwick Oceanic Control Area which commenced

30 March 2011.

A time extension to the trial period by 24 months, or until publication of the new global standards relating to

RLongSM, has been agreed.

This original information was promulgated by United Kingdom as AIC: Y 006/2011, which was effective

24 February 2011, and which will be updated with an AIC during the next AIRAC cycle.

For questions concerning AIC Y 006/2011 please contact:

Duty Shanwick ATC Supervisor

Telephone: +44 1294 655141
















acknowledged.

1.

UNITED KINGDOMAERONAUTICAL INFORMATION

CIRCULAR

AIC: Y 006/201124-FEB-2011

Operational

INTRODUCTION OF A TRIAL OF A 5 MINUTE ALONG TRACK LONGITUDINAL SEPARATION IN THE SHANWICK OCA(COMMENCING 30 MARCH 2011).

NATS LtdUK Aeronautical Information ServiceHeathrow HouseBath RoadHounslow, Middlesex TW5 9ATURL: http://www.ais.org.ukPhone: 020-8750 3779 (Editorial)Phone: 0870-8871410 (Distribution - Tangent Direct)Phone: 01292-692527 (Content - NATS/Procedures and Developments)

1 Introduction

1.1 The current longitudinal separation minimum applied in North Atlantic (NAT) Airspace, for MNPS approved aircraft pairs followingthe same track, is 15 minutes which may be reduced to 10 minutes using the Mach number technique.

1.2 As part of a programme to improve service provision in NAT Airspace, on 30 March 2011, a trial of a 5 minute, separation minimumwill commence, between aircraft which are following the same track, irrespective of whether they are East or Westbound. The applicationof this minimum is intended to aid the provision of optimum vertical profiles for suitably equipped aircraft, and is based on the use of ADS-Cperiodic reports which will provide ATC with increased confidence in aircraft position reports and estimates.

2 Qualification to participate in the Trial and subsequent full implementation

2.1 Operators will be required to have an ADS-C contract with Shanwick, posses MNPS approval and utilise CPDLC communications.Only aircraft pairs meeting these requirements will be considered by ATC as candidates for the application of the 5 minute longitudinalseparation minimum.

2.2 Operators do not have to apply to be part of the trial. As long as they meet the qualifications detailed above they may be participantsin the trial.

3 Safety Considerations

3.1 A full safety evaluation has been completed in order to go ahead with the trial and target levels of safety used to measure risk arecomparable with that used for the introduction of RVSM into the NAT, and meet ICAO requirements.

3.2 While the trial will be transparent to participants, pilots should take note of the following:

a. In North Atlantic Airspace, longitudinal separation is maintained by reference to time. A reduction in longitudinal separation hasbeen demonstrated to be safe subject to certain conditions being met. One of these is that the ADS-C reports used to passposition information to ATC are time-stamped using the same reference; that is GPS time. While there is no reason for crews toattempt to alter this time reference, crews need to be made aware of the potential hazard of doing so. Therefore crews mustreport any failure of GPS, and ensure that the published requirements for time checking before entry into Oceanic airspace areadhered to (see Paragraph 8.2.2. of the NAT Doc 007, Guidance concerning Air Navigation in and above the North AtlanticMNPS Airspace - Edition 2010);

b. Crews must report a failure or malfunction of the aircraft's ADS-C or CPDLC equipment to ATC as soon as it becomes apparent;c. Crews are required to fly the ATC cleared Mach number. Except in emergency or contingency situation, no alteration to the

cleared Mach number is allowable without first having received clearance from ATC;d. Because the minimum longitudinal separation is 5 minutes, crews can expect to see TCAS returns of aircraft at the same level

and on the same track, potentially as close as 40 NM; ande. There will be no changes to the applicable strategic lateral offset procedure (SLOP) and crews should take appropriate offset

action as necessary.

4 Trial Period

4.1 The trial will initially run for 12 months after which time a review will take place and a decision will be made whether to implement a5 minute longitudinal separation on a permanent, operational basis.

THIS PAGE INTENTIONALLY LEFT BLANK

2.

NAT OPS Bulletin 2010-012 - Improving understanding of FANS 1/A data link procedures in the NAT Region

Meaning of “AT” and “BY” in CPDLC clearances

There have been a number of examples where flight crews have not properly executed CPDLC

clearances containing the words “AT” or “BY”. This is a safety concern, because the “AT” and “BY”

restrictions are included in the clearance to ensure correct separation between flights. Operational

experience has shown that these CPDLC message elements are most likely to be misunderstood by

flight crews. Flight crews that do not have English as their native language may be especially open to

error since the words “AT” or “BY” may have a different meaning in their native language. It is

therefore of utmost importance that flight crews know the meaning of the words “AT” and “BY” in

CPDLC communications. Information about this subject is also included in the Oceanic Errors Safety

Bulletin which is available on the ICAO EUR/NAT website at www.paris.icao.int, by following the

links for Documents >> NAT Docs. Additional explanatory material has been developed to assist

with the correct interpretation of CPDLC messages containing “AT” and “BY” and is provided at the

end of this Bulletin, for your ease of reference. Flight crews are strongly encouraged to review this

material to ensure correct understanding and execution of this type of ATC clearance.

The direct benefit from the correct execution of clearances is a reduction in flight risk in the NAT

Region.

Initial Contact with Aeradio

In the past, flight crews were required to provide a position report on initial contact with each aeradio

station serving a NAT Flight Information Region (FIR). If a flight crew is using ADS-C or FMC-

WPR, this is usually not necessary. More details regarding flight crew procedures for initial contact

with aeradio can be found in the guidance material supporting NAT Region data link. This material is

available on the ICAO EUR/NAT website, under “Documents”, “NAT Documents”.

The direct benefits from correct application of this procedure include reduced HF congestion, reduced

flight crew workload and reduced aeradio workload.

CPDLC requests for offsets or deviations

CPDLC offers flight crews options to request parallel offsets or weather deviations using the

following standard CPDLC downlink message elements:

DM# Message Element Message Intent

15 REQUEST OFFSET [direction]

[distance] OF ROUTE

Request that a parallel track, offset from the

cleared track by the specified distance in the

specified direction, be approved.

16 AT [position] REQUEST OFFSET

[direction] [distance] OF ROUTE



specified direction, be approved from the

specified position

17 AT [time] REQUEST OFFSET

[direction] [distance] OF ROUTE



specified direction, be approved from the

specified time.


DM# Message Element Message Intent

26 REQUEST WEATHER DEVIATION TO

[position] VIA [route clearance]

Request for a weather deviation to the

specified position via the specified route.

27 REQUEST WEATHER DEVIATION UP

TO [direction] [distance offset] OF

ROUTE

Request for a weather deviation up to the

specified distance off track in the specified

direction.

Each of these messages involves different types of requested routes. Accordingly, the ATC clearances

provided in response to these requests will involve different amounts of airspace being protected for

the flight. The parallel offset requests (DM# 15, 16 and 17) and the weather deviation route request

(DM# 26) makes reference to specified, defined, routes. When the associated clearance is provided,

ATC will protect the airspace for the specified route. In contrast, the offset deviation request

(DM#27) is not a request for a defined route; rather, it is a request for a defined amount of airspace.

When ATC provides the associated clearance (CLEARED TO DEVIATE UP TO [direction]

[distance offset] OF ROUTE), the full amount of the airspace will be protected for the flight.

The direct benefit from the correct choice of request is that the proper ATC protection will be

provided for the flight, according to how the flight is actually manoeuvring.

CPDLC requests for confirmation of the next or ensuing waypoint

From time to time, ATC receives information indicating that a flight is about to commit a Gross

Navigation Error. If the flight is equipped with FANS 1/A data link, the most efficient way for ATC

to confirm the flight’s intentions is use the standard CPDLC message elements designed to request

this information. The two messages are:

UM# Message Element Message Intent

140 CONFIRM NEXT WAYPOINT Instruction to confirm the identity of

the next waypoint.

142 CONFIRM ENSUING WAYPOINT Instruction to confirm the identity of

the next plus one waypoint.

With particular regard to UM 142 CONFIRM ENSUING WAYPOINT, operational experience has

shown that flight crews often do not understand the intent of this message. Flight crews are strongly

encouraged to review the meanings of these two message elements.

The direct benefit from the correct understanding and response to these messages is the prevention of

GNEs in the NAT Region, particularly those that occur at oceanic entry.

Conclusion

The North Atlantic Systems Planning Group has prepared guidance material to support data link

operations in the North Atlantic Region. This material provides assistance and guidance to flight

crews and operators and will help flight crews to understand how ADS-C, CPDLC and FMC-WPR

operates along with detailing the associated procedures. So far as reasonably possible, these

procedures are consistent with the FANS 1/A procedures in other ICAO Regions and with the

CPDLC procedures detailed in Procedures for Air Navigation Services – Air Traffic Management

(PANS-ATM) (Doc 4444). Guidance documents and other valuable material to support operations in


the North Atlantic Region are available on the ICAO EUR/NAT website at www.paris.icao.int, by

following the links for Documents >> NAT Docs.

UM # Message Element Message Intent Response

21 AT [time] CLIMB TO AND MAINTAIN

[altitude]

Instruction that AT or AFTER the

specified time, a climb to the

specified level is to commence

and once reached the specified

level is to be maintained.

W/U

22 AT [position] CLIMB TO AND

MAINTAIN [altitude]

Instruction that AFTER

PASSING the specified position,

a climb to the specified level is to

commence and once reached the

specified level is to be maintained

W/U

24 AT [time] DESCEND TO AND

MAINTIN [altitude]

Instruction that AT or AFTER the

specified time, a descent to the

specified level is to commence,

and once reached, the specified

level is to be maintained.

W/U

25 AT [position] DESCEND TO AND

MAINTAIN [altitude]

Instruction that AFTER

PASSING the specified position,

a descent to the specified level is

to commence and once reached

the specified level is to be

maintained.

W/U

26 CLIMB TO REACH [altitude] BY [time] Instruction that a climb is to

commence at a rate such that the

specified level is reached AT or

BEFORE the specified time.

W/U

27 CLIMB TO REACH [altitude] BY

[position]

Instruction that a climb is to


specified level is reached

BEFORE PASSING the specified

position.

W/U

28 DESCEND TO REACH [altitude] BY

[time]

Instruction that a descent is to


specified level is reached AT or

BEFORE the specified time.

W/U

29 DESCEND TO REACH [altitude] BY

[position]

Instruction that a descent is to


specified level is reached

BEFORE PASSING the specified

position.

W/U

- END -



Subject: Flight crew guidance – 5 minutes

separation between GNSS aircraft

Issued/Effective: September 2009

The purpose of North Atlantic Operations Bulletin 2010-007 is to promulgate flight crew guidance for the

application of 5 minutes separation for climb/descent between GNSS equipped aircraft in the NAT Region.

This guidance material has been developed to assist flight crews in understanding this application and correctly

complying with the associated Air Traffic Control (ATC) clearances. At the 45th meeting of the North Atlantic

Systems Planning Group (NAT SPG/45) it was agreed that it should be promulgated to all concerned.

Suggestions, comments, and/or corrections should be notified to the European and North Atlantic Office of

ICAO via email at [email protected].

NOTICE NAT Ops Bulletins are used to distribute information on behalf of the North Atlantic Systems Planning Group

(NAT SPG). The material contained therein may be developed within the working structure of the NAT SPG or

be third party documents posted at the request of a NAT SPG Member State. A printed or electronic copy of

this Bulletin, 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. 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.

The NAT OPS Bulletin Checklist, available at www.paris.icao.int (Documents, NAT Docs), contains an up to

date list of all current NAT Ops Bulletins.


acknowledged.


Flight crew familiarization – the application of 5 minutes for climb/descent between GNSS

equipped aircraft in parts of the North Atlantic (NAT) Region

September 2009

Page 1 of 3

NOTE: This bulletin represents provisional guidance for flight crews, pending incorporation into

the appropriate NAT Region documentation.

You are invited to assist in updating this document by providing suggestions, comments,

and/or corrections to the European and North Atlantic Office of ICAO via email at

[email protected]

Introduction On 15 January 2009, a new separation minimum was introduced in the following

North Atlantic (NAT) oceanic control areas (OCA): Gander, Reykjavik and Santa Maria. The

information in this bulletin has been prepared to explain the separation minimum, explain how it will

be applied, explain how to comply with the associated air traffic control instructions and explain

possible issues that may arise from the implementation.

Flight planning The new minimum is applied only between Global Navigation Satellite Systems

(GNSS) equipped aircraft. In accordance with the procedures for completing the ICAO flight plan

(FPL), GNSS equipage may be indicated by inserting the letter “G” in Item 10. In order for ATC to

quickly and efficiently apply the new minimum in NAT airspace, it is important that GNSS equipage

be indicated in the FPL. Otherwise, flight crews must be queried regarding their equipage and the

time taken for this task may make it impossible to subsequently grant the climb or descent.

The minimum This “5 minutes GNSS” minimum is a variation of a standard that is applied in

domestic airspace, outside areas of radar coverage. In domestic airspace, position reports are used to

determine the time interval between a pair of aircraft passing over the same location, usually a

NAVAID.

Safety studies have confirmed that the accuracy of GNSS navigation and reporting is sufficient to

safely use the position reports made by GNSS equipped flights in the NAT Region to apply this

standard in oceanic airspace.

To apply the standard, air traffic controllers must:

a) Verify that the time interval between flights is at least 5 minutes and will be at

least 5 minutes during the time when vertical separation does not exist; and

b) Ensure that the climbing or descending aircraft will commence its vertical

manoeuvre no later than 10 minutes after the second aircraft in the pair has

passed the common reporting point.

This minimum is essentially a special case which allows air traffic controllers to temporarily reduce

the usual longitudinal spacing between aircraft to allow one aircraft to climb or descend through the

altitude of another.

Application In the NAT Region, it is recognized that the use of 3rd party HF communications

and Controller Pilot Data Link Communications (CPDLC) could make it difficult for air traffic

controllers to ensure that the altitude change will commence within the required 10 minute time

frame. As a result, it was determined that restrictions would be included with the clearance if it was

issued by a third party or via CPDLC. There are two possible restrictions:

1. an instruction for the flight to leave its current flight level no later than a

specified time; or

Flight crew guidance – 5 minutes for climb/descent between GNSS equipped aircraft

Page 2 of 3 September 2009

2. an instruction for the flight to reach its new flight level no later than a specified

time.

In the case of the Reykjavik and Santa Maria OCAs, it has been determined that option 2 will be used,

because the same restriction can be issued via voice or using standard CPDLC message elements; for

example DESCEND TO REACH [altitude] BY [time] or CLIMB TO REACH [altitude] BY [time].

This type of restriction is commonly used in the NAT Region.

In some cases, air traffic controllers will not be permitted to apply this minimum unless the altitude

difference between the flights concerned is 4,000 feet or less.

How to comply As explained above, it is very likely that flight crews will receive a conditional

clearance (also known as a restricted clearance) when air traffic controllers are applying this

minimum. A significant number of the vertical errors that occur each year in the NAT Region involve

incorrect execution of conditional clearances. It is extremely important that flight crews ensure they

understand and comply with every condition or restriction contained in the clearance.

Restriction What is expected

Voice

CLIMB TO REACH FLIGHT LEVEL 390 AT

OR BEFORE 1325

CPDLC

CLIMB TO REACH F390 BY 1325

Arrange the climb so that the aircraft is at FL390

no later than 1325 UTC.


before 1325 UTC:

VOICE: Do not commence climb and advise



UNABLE and do not climb.

Voice

DESCEND TO REACH FLIGHT LEVEL 320

AT OR BEFORE 1403

CPDLC

DESCEND TO REACH F320 BY 1403

Arrange the descent so that the aircraft is at

FL320 no later than 1403 UTC.


before 1403 UTC:





Voice

LEAVE FLIGHT LEVEL 350 AT OR BEFORE

1502

CPDLC

The following NAT Preformatted Freetext

CPDLC Message will be used:

LEAVE [flight level] AT OR BEFORE [time]

Begin the climb or descent no later than 1502

UTC.

If it will not be possible to leave FL350 at or

before 1502 UTC:

VOICE: Do not commence climb or descent and

advise ATC of the situation.


UNABLE and do not climb or descend.

Flight crew guidance – 5 minutes for climb/descent between GNSS equipped aircraft

Page 3 of 3 September 2009

Possible issues There are some possible issues for flight crews that may arise from the application of

this minimum.

Traffic Alert and Collision Avoidance System (TCAS) – This minimum allows air traffic controllers

to temporarily reduce the longitudinal spacing significantly. This means that it is possible that flights

will detect other flights climbing or descending through their altitude, because the distance could

reduce to approximately 40NM. If there is any concern regarding the proximity of another aircraft,

flight crews must not hesitate to clarify the situation and take appropriate action to ensure safety of

flight.

Differences in application – Different ATC units will apply this minimum differently. This means

that it is not possible to provide every potential clearance or restriction that may be used. As well,

other operational circumstances may dictate that additional instructions be included with the

clearance, making it even less possible to explain every possible clearance or instruction that may be

issued. If there is any doubt about the intent of a clearance or a restriction, it is critical to contact

ATC, via voice or CPDLC, to confirm the intent.

Examples of clearances

VOICE CPDLC

REYKJAVIK OAC CLEARS AIRLINER 186,

CLIMB TO REACH FLIGHT LEVEL 340 AT

OR BEFORE 1715. REPORT REACHING

[UM26] CLIMB TO REACH F340 BY 1715

[UM129] REPORT LEVEL F340

AIRLINER 128, AMENDED LEVEL

CLEARANCE. SANTA MARIA CLEARS

AIRLINER 128 DESCEND TO REACH

FLIGHT LEVEL 360 AT OR BEFORE 1245.

REPORT REACHING.

[UM28] DESCEND TO REACH F360 BY 1245


AIRLINER 47, AMENDED LEVEL

CLEARANCE. GANDER CLEARS AIRLINER

47, CLIMB TO AND MAINTAIN FLIGHT

LEVEL 380. REPORT REACHING. LEAVE

FLIGHT LEVEL 360 AT OR BEFORE 1828.

[UM20] CLIMB TO AND MAINTAIN F380


[freetext] LEAVE F360 AT OR BEFORE 1828

- END -


Subject: ORCA Procedures for

Shanwick

Issued/Effective: 18 March 2004

The purpose of North Atlantic Operations Bulletin 2010-006 is to promulgate the Oceanic Clearance

Delivery via data link procedures on behalf of the Shanwick Oceanic Area Control Centre.


Head of Engineering Operations Support

ScOACC

Atlantic House.

Sherwood Road.

Prestwick.

Ayrshire. KA9 2NR.

United Kingdom

Tel: 00 44 (0)1292 692772

Fax: 00 44 (0)1292 692640













The NAT OPS Bulletin Checklist, available at www.paris.icao.int (Documents, NAT Docs), contains an up to

date list of all current NAT Ops Bulletins.


acknowledged.



Effective Date: 18th March 2004

Issue 11

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Delivery of Oceanic Clearances by ORCA - Shanwick

Guidance Material for Delivery of Oceanic Clearances by ORCA

(Shanwick)

Updated versions of this document are available on the NAT PCO website. (www.nat-pco.org)

Any Queries relating to this document should be addressed to: Head of Engineering Operations Support ScOACC Atlantic House. Sherwood Road. Prestwick. Ayrshire. KA9 2NR. United Kingdom Tel: 00 44 (0)1292 692772 Fax: 00 44 (0)1292 692640 e-mail: [email protected]


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Contents Contents …………… 2

Summary of Changes …………… 3

Glossary …………… 3

1. Introduction …………… 4

2. Connecting to ORCA …………… 5

3. Requesting Shanwick Oceanic Clearance …………… 6

4. Clearance Negotiation …………… 6

5. Clearance Delivery …………… 7

6. Clearance Acknowledgement …………… 8

7. Reclearances …………… 9

8. Time Revisions …………… 10

Appendix A - System Overview Diagram …………… 11

Appendix B - Terms Used in the RCL RMK/ Field …………… 12

Appendix C - ORCA Messages and Crew Actions …………… 13

Appendix D - Terms Used in ATC/ Field …………… 16


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Summary of Changes from Issue 10:

Reference: Revised uplink messages Appendix C Revised timers Section 3 Minor editorial changes Various

Glossary:

AEEC Airlines Electronic Engineering Committee


ARINC Aeronautical Radio Incorporated

CDO Clearance Delivery Officer


CLX Oceanic Clearance uplink message

EGGX ICAO 4 letter code for Shanwick

ETA

Estimated Time of Arrival


FSM

Flight System Message

HF High Frequency



ORCA

Oceanic Route Clearance Authorisation service

RCL Request for Clearance

ScOACC Scottish and Oceanic Area Control Centre

SITA TMI

Société Internationale de Télécommunications Aéronautiques Track Message Ident number


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1. Introduction 1.1 The Prestwick Oceanic Area Control Centre (OACC) provides an air traffic control

service within the Shanwick Oceanic Control Area (OCA). All aircraft require permission in the form of an Oceanic Clearance prior to entering the Shanwick OCA.

1.2 Shanwick provides a Westbound Oceanic Clearance Delivery service via Datalink to

aircraft fitted with an appropriate specification of Aircraft Communications, Addressing and Reporting System (ACARS) equipment. This service is known as Oceanic Route Clearance Authorisation (ORCA).

1.3 ORCA is available via network service providers and utilises their respective air-ground

facilities. Appendix A provides an overview of this interface. 1.4 ORCA is configurable to accommodate variations in airline datalink communication

capabilities. The principle operations are: - datalink readback of clearance - voice readback of clearance

Datalink readback is the preferred mode of operation.


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2. Connecting to ORCA 2.1 The ORCA transaction is initiated in all cases by a downlink request (RCL). This may be

an AEEC 623 compliant RCL, or any suitable downlink reformatted by a ground based system into this format.

2.2 Any RCL must contain the following information, as a minimum:-

v Shanwick Entry Point. v ETA for Entry Point. v Requested Mach Number. v Requested Flight Level.

2.3 Crews should add remarks (RMK/) indicating the preferred alternative to the requested

clearance and maximum flight level that can be accepted at the Entry Point. Inclusion of this information greatly assists the Shanwick Controller and expedites clearance delivery process.

2.4 The RCL must contain the same callsign format as the current filed flight plan. 2.5 The RCL must comply with the formats shown in the examples below or it will be rejected

by ORCA. The RMK/ field is free text and should be used to provide additional information to the controller. Only those abbreviations specified in Appendix B are permitted. Examples:- -DOGAL/1255 M082F370-RMK/2ND NAT D F370 MAX F390 -DINIM/0750 M082F350-RMK/2ND F330 MAX F350 -ERAKA/1710 M082F350-RMK/2ND NAT A F350 MAX F370

(Due to FDPS specifications, the RCL should not exceed 80 characters in total.)


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3. Requesting Shanwick Oceanic Clearance 3.1 GENERAL 3.1.1 Aircraft must not enter Shanwick Oceanic Airspace without a clearance. 3.1.2 Crews should request Oceanic clearance not more than 90 minutes flying time from the OCA

boundary. RCLs outwith this parameter, will be rejected. 3.1.3 Crews should request Oceanic clearance not less than 30 minutes flying time from the OCA

boundary. RCLs outwith this parameter, will be rejected. 3.1.4 If a flight is within 15 minutes of the OCA boundary and no clearance has been received, the crew

must contact Shanwick by voice and advise the ATC authority for the airspace in which they are operating.

3.2 ORCA USE 3.2.1 Crews requesting via ORCA must contact Shanwick by voice if no clearance has been received

within 15 minutes of making a request for clearance. It is the responsibility of the crew to monitor this time period.

3.2.2 The crew should expect an advisory message from ORCA within 5 minutes. If this is not received

one further attempt to downlink an RCL can be made (provided the 30-minute parameter, above, can still be met). If this second attempt to downlink the RCL also fails to generate an advisory message the crew must revert to voice procedures.

Example, expected response to an RCL: RCL RECEIVED IF NO CLEARANCE WITHIN 15 MINUTES

CONTACT SHANWICK BY VOICE 3.2.3 ORCA RCLs do not require crews to state TMI. The CLX contains a Track identifier and includes

full route co-ordinates. 3.2.4 When the aircraft is estimated to be 10 minutes from the boundary, if the transaction has not

completed, ORCA will not be used to issue clearances. 4. Clearance Negotiation 4.1 Upon receipt of the RCL, the Shanwick controller may wish to negotiate the clearance requirements

with the crew. To achieve this, the controller may issue a datalink message instructing the crew to contact Shanwick by voice.

Example: RCL RECEIVED NEGOTIATION REQUIRED CONTACT SHANWICK BY VOICE

4.2 The crew must contact Shanwick by voice as soon as possible, using the phrase “<CALLSIGN>

ORCA CONTACT”. This phrase assists the communicator in identifying ORCA flights.


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4.3 The Oceanic Clearance will be issued via ORCA, unless otherwise advised by Shanwick. 5. Clearance Delivery 5.1 The ORCA clearance message (CLX) shall be uplinked to the aircraft and shall contain

the following information as a minimum:-

v Callsign v Shanwick Boundary Entry Point and ETA. v Flight Level. v Mach Number. v Route information i.e. full NAT Track or Random Route details. v Destination.

5.2 The crew must check that the callsign in the CLX matches the Flight Plan callsign. 5.3 Clearances issued for Random or NAT Track aircraft contain the full route co-ordinates.

Track aircraft clearances also include the Track identifier e.g. ALPHA, BRAVO etc. Crews must check that the route co-ordinates received match the published NAT track message and query any discrepancy using voice procedures.

5.4 The CLX may contain additional information, prefixed with the text “ATC/”. This may be

advisory information e.g. “LEVEL CHANGE or additional ATC instructions e.g. “NOT BEFORE 1125 AT GOMUP”. ATC/ messages are detailed in Appendix D.

5.5 If an aircraft is cleared via a different Entry Point from that requested, Shanwick will

calculate an ETA and this will be shown in the clearance. If this ETA differs from that calculated by the crew, by 3 minutes or more, Shanwick must be advised. (See section 8)

5.6 All Clearance messages terminate with the phrase- END OF MESSAGE. If this text is

not present, then data has been lost during transmission and the clearance must be ignored. Crews must revert to voice procedures.

5.7 If at any stage of an ORCA transaction the crew has cause for doubt, they must contact Shanwick by voice, using the phrase “<CALLSIGN> ORCA CONTACT”.


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6. Clearance Acknowledgement 6.1 On receipt of the CLX, crew actions shall depend upon the aircraft's downlink capabilities. 6.2 Datalink Acknowledgement

6.2.1 For those aircraft equipped to downlink a datalink acknowledgement (CLA) for the CLX,

the crew must send this message as soon as possible. 6.2.2 This CLX must be acknowledged. Should the crew require an alternative to the issued

clearance, they must request again. (See Section 7).

6.2.3 Upon receipt of a valid CLA message, ORCA will uplink a Clearance Confirmed message. The clearance transaction is not complete until the confirmation message is received. If the confirmation message is not received, the crew must contact Shanwick by voice. Example: CLA RECEIVED CLEARANCE CONFIRMED

6.2.4 If a CLA message is not received, Shanwick will issue a reminder message to the aircraft. Failure to acknowledge the cle arance will result in the clearance transaction being cancelled by ORCA and the crew being instructed to revert to voice procedures.

6.3 Voice Acknowledgement

6.3.1 For those aircraft who are NOT equipped to downlink a CLA, the crew must contact Shanwic k by voice, as soon as possible, using the phrase “<CALLSIGN> ORCA CLEARANCE RECEIVED, ADVISE READY FOR READBACK. This ORCA clearance is not valid until Shanwick has confirmed the read-back.


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7. Reclearances 7.1 If a crew requests a new clearance, or Shanwick requires a change to an existing

clearance, one or more CLXs may be received by the crew. These will be annotated “RECLEARANCE 1”, “RECLEARANCE 2” etc.

7.2 All reclearances must be acknowledged. If a reclearance is received before a previous

clearance, or reclearance, has been acknowledged, then the reclearance with the highest reclearance number should be acknowledged.

7.3 Due to Shanwick procedures, reclearances may not be numbered consecutively. This is not a cause for concern provided that the latest reclearance always has a higher number than any previous.

7.4 Having completed the transaction sequence, the crew may make a request for a change

to the clearance by ORCA or voice, and this request will be dealt with appropriate to the method of request.

7.5 A subsequent RCL does not cancel the issued clearance, which remains valid,

until the associated reclearance has been confirmed. 7.6 If Shanwick is unable to approve a request for a change to a clearance, the crew will

receive a reclearance which is a repeat of the original, but which contains the text;

ATC/ UNABLE TO APPROVE REQUEST

7.7 Such reclearances must be acknowledged. Failure to acknowledge the reclearance will result in the entire transaction being cancelled by ORCA.


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8. Time Revisions 8.1 If the ETA for the Entry Point changes by 3 minutes or more Shanwick must be advised.

This may be achieved by voice or by an ORCA request, containing the revised ETA. 8.2 The crew should expect to receive a Reclearance showing the revised ETA. This may be

a copy of the original CLX (containing the new ETA) or the CLX may contain a change in any clearance parameter, should the revised ETA make this necessary (accompanied by appropriate information in the ATC/ field).

8.3 If an aircraft is cleared via a different Entry Point from that requested, or previously

cleared, Shanwick will calculate a revised ETA for that Entry Point and this will be shown in the clearance. If this ETA is different from that calculated by the crew by 3 minutes or more, Shanwick must be advised.

8.4 All reclearances must be acknowledged.


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Appendix A - System Overview Diagram

Ground Station

Satellite

SITA/ARINCground networks

Ground Station

Clearance Request

Clearance Delivery

Voice (R/T)

SAT

VHF

ORCA clearance delivery

WEST BOUNDAIRCRAFT

RCL / CLA RCL / CLAVALID

RCL / CLA

FSM / CLX FSM / CLX

RCL - Clearance request message (downlink)

CLX - Shanwick clearance (uplink)

CLA - Clearance acknowledgment (downlink)

FSM - Flight system message (uplink)

Shanwick FDPSORCA processor

FSM / CLX

C l e a r a n c e

D e l i v e r y

O f f i c e r

C l e a r a n c e

P l a n n e r

C o n t r o l l e r


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Appendix B - Terms Used in the RCL RMK/ Field

The following are expected abbreviations used in the RCL RMK/ field. These messages can be used in any sequence and/or combination to provide additional information to Shanwick.

RMK/ Field Definition

2ND Alternative Track or Level Request e.g. 2ND NAT C or 2ND F370

MAX Maximum acceptable Flight Level at Oceanic Entry Point e.g. MAX F350 or 2ND F330 MAX 350

F

Flight level e.g. F370

M Mach number e.g. M080

NAT

North Atlantic Track e.g. NAT D

1D STH

1 degree south e.g 2ND 1D STH NAT E or 2ND 1D STH

1D NTH

1 degree north e.g 1D NTH NAT A or 2ND 1D STH

Notes: 1. “-RMK/” text is required to comply with AEEC623 specification.

2. Provision of this additional information reduces the requirement for a controller to contact crews by voice for clearance negotiation.

3. To avoid confusion, any other Remarks should be written as free text, and not abbreviated. Example, crews should not use “NBT” to represent Next Best Track, as Shanwick use this abbreviation for Not Before Time.

4. If the crew request an Entry Point that differs from the filed Flight Plan, the RMK/ entry should indicate this change. Using “RMK/ NEW ENTRY” will prevent Shanwick having to confirm this change by voice.


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Appendix C - ORCA Messages and Crew Actions

Uplink messages will use a standard format, and give guidance to crews, where possible.

Messages ending in: Crew action:

Resubmit your request Amend the identified error, then re-send the RCL Contact Shanwick by Voice Contact Shanwick, by voice, as quickly as possible, but

anticipate that clearance will be issued by ORCA Revert to voice Procedures An error or failure has occurred. Further ORCA messaging

should not take place, and voice procedures must be used to obtain the Oceanic clearance

Specific Uplink Message Crew Action

RCL RECEIVED IF NO CLEARANCE WITHIN 15 MINUTES CONTACT SHANWICK BY VOICE

Standby for clearance. If no CLX received within 15 mins, or if less than 15 mins flying time of the Entry Point - Contact Shanwick by voice.

RCL REJECTED REQUEST BEING PROCESSED AWAIT TRANSACTION COMPLETION

Await clearance issued on the basis of the original RCL, then input new RCL if required.

RCL REJECTED FLIGHT PLAN NOT HELD

Check that the correct callsign was used. Amend and re-request. OR Contact Shanwick by voice to provide FPL details and request clearance verbally.

RCL REJECTED INVALID <callsign, Mach No, Level, etc> RESUBMIT YOUR REQUEST

Check the identified error, amend and resubmit the RCL.

(CLA or) RCL REJECTED ERROR IN MESSAGE REVERT TO VOICE PROCEDURES

An error has been detected and further datalink communication should not take place. Contact Shanwick by voice to request and receive the clearance.

RCL REJECTED RCL SENT TOO EARLY REQUEST AGAIN LATER

Clearance request received more than 90 minutes prior to the boundary. Check the ETA, and re-request at the correct time.


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Specific Uplink Message Crew Action RCL REJECTED RCL RECEIVED TOO LATE REVERT TO VOICE PROCEDURES

Clearance request received less than 30 minutes prior to the boundary. Check ETA. If less than 30 minutes from boundary, ORCA cannot be used. Contact Shanwick by voice. If more than 30 minutes from the boundary, amend ETA and resubmit RCL.

RCL REJECTED INVALID REGISTRATION REVERT TO VOICE PROCEDURES

Contact Shanwick by voice to request and receive the clearance.

RCL REJECTED CALLSIGN ALREADY IN USE

Another aircraft has already requested clearance using the callsign included in the RCL. Check the data, amend and re-submit the RCL. OR, Contact Shanwick immediately by voice.

RCL REJECTED NETWORK CONGES TION REVERT TO VOICE PROCEDURES RCL REJECTED ORCA SERVICE NOT CURRENTLY AVAILABLE REVERT TO VOICE PROCEDURES RCL (or CLA) REJECTED GROUND SYSTEM ERROR REVERT TO VOICE PROCEDURES

A network or ground system error has been detected. Contact Shanwick immediately by voice.

RCL RECEIVED SHANWICK CLEARANCE NOT ACKNOWLEDGED SEND DATALINK ACKNOWLEDGMENT NOW

Clearance Acknowledgement has not been received. Acknowledge clearance by datalink now. Failure to do so will result in transaction termination.

RCL REJECTED TRANSACTION TIMEOUT REVERT TO VOICE PROCEDURES

Acknowledgement has not been received. Clearance is not valid. Contact Shanwick by voice for clearance readback.


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Specific Uplink Message Crew Action Clearance Message (CLX) or Reclearance 1,…Reclearance 2 etc.

Acknowledge any clearance or reclearance Acknowledge highest numbered reclearance only. If not understood, contact Shanwick by voice. Ensure message is terminated with "End of Message". If absent, clearance is incomplete - contact Shanwick by voice. Check NAT Track route matches published NAT Track.

CLA RECEIVED CLEARANCE CONFIRMED

Acknowledgement received. Clearance is now valid. If not received, contact Shanwick by voice.

RCL (or CLA) RECEIVED NEGOTIATION REQUIRED CONTACT SHANWICK BY VOICE

Negotiation is required, or communications problems encountered. Contact Shanwick by voice immediately. Anticipate that clearance will be issued via datalink.

CLA REJECTED CLEARANCE CANCELLED REVERT TO VOICE PROCEDURES

Invalid CLA received at ORCA. Transaction failed. Contact Shanwick by voice. OR A Re-clearance message has not been delivered. The current clearance may not be valid. Contact Shanwick by voice immediately.

Notes: 1. Where a clearance has been confirmed, and the aircraft’s ETA changes by 3 minutes

or more, Shanwick must be advised, by ORCA RCL or by voice. Crews must check that any Reclearance reflects this new ETA. The reclearance may also contain a change to any clearance parameter

2. Shanwick may initiate one or more reclearances. Due to procedures, reclearances may not be numbered consecutively. This is not a cause for concern provided that the latest Reclearance is always a higher number than the previous.

3. All messages are terminated by the phrase “END OF MESSAGE”. If this is not present then the message is incomplete and the crew shall revert to voice procedures.

4. It is imperative that crews acknowledge receipt of a clearance, even if a subsequent RCL is to be made.


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Appendix D - Terms Used in the ATC/ Field

For Information

Level Change Clearance is at a level different from that requested or previously cleared.

Mach Change Clearance is at a speed different from that requested or previously cleared.

Entry Point Change Clearance is via an Entry Point different from that requested, or previously cleared.

Route Change At {Position} Clearance is via a single route point different from that requested or previously cleared.

Route Change At Multiple Route Points Clearance is via a route that has two or more points different from that requested or previously cleared.

Request Level Change At {Position} Pilot should request a level change at point specified.

Unable To Approve Request Shanwick unable to approve request for change to clearance. This Reclearance should be a copy of the previous clearance. Crews should check for any discrepancy or ATC/ field information.

Further Instructions

Not Before {Time} At {Position} Cross specified position not before the specified time.

Not Later Than {Time} At {Position} Cross specified position not later than the specified time.

Leave Level {Level} At {Position} Leave the specified level at or after passing the specified position.

Leave Level {Level} At {Time} Leave the specified level at or after the specified time.

Be Level {Level} At {Position} Reach the specified level at or before the specified position.

Be Level {Level} At {Time} Reach the specified level at or before the specified time.

Clearance Limit {Position} Although further routing is indicated on clearance, clearance is only valid to specified point and onward clearance must be confirmed beyond this point.

Note: The ATC/ field is not always present. If present it may contain none, one, or more of

the terms above.