NAT OPS Bulletin Checklist Issued/Effective: 11 June 2012

Transcription

1 NAT OPS Bulletin Checklist Issued/Effective: 11 June 2012 The following NAT OPS Bulletins are current: Serial Number Subject Issued/Effective date ORCA Procedures for Shanwick 18 March Flight crew guidance 5 minutes separation between GNSS aircraft Improving understanding of FANS 1/A data link procedures in the NAT Region September June Oceanic Clearance Delivery Procedures for Santa Maria 29 July Reykjavik OCD Crew Procedures version 2 31 March Automatic Dependent Surveillance-Broadcast Service in the Gander Oceanic Control Area 15 December Sample Oceanic Checklists 13 February Oceanic Errors Safety Bulletin 13 February Trial of a 5 Minute Along Track Longitudinal Separation in the Shanwick OCA Trial of a Five-Minute Along Track Longitudinal Separation Minimum in the Gander Oceanic Control Area 16 March May Gander Data Link OCD Crew Procedures Version June 2012

2 Serial Number: Subject: ORCA Procedures for Shanwick Issued/Effective: 18 March 2004 The purpose of North Atlantic Operations Bulletin is to promulgate the Oceanic Clearance Delivery via data link procedures on behalf of the Shanwick Oceanic Area Control Centre. 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: (0) Fax: (0) 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 (Documents, NAT Docs), contains an up to date list of all current NAT Ops Bulletins. There is no objection to the reproduction of extracts of information contained in this Bulletin if the source is acknowledged.

3 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. ( 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: (0) Fax: (0) oceanic.engineering@nats.co.uk Effective Date: 18 th March 2004 Issue 11 Page 1 of 16

4 Delivery of Oceanic Clearances by ORCA - Shanwick 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 Effective Date: 18 th March 2004 Issue 11 Page 2 of 16

5 Delivery of Oceanic Clearances by ORCA - Shanwick Summary of Changes from Issue 10: Reference: Revised uplink messages Appendix C Revised timers Section 3 Minor editorial changes Various Glossary: AEEC ACARS ARINC CDO CLA CLX EGGX ETA FDPS FSM HF OACC OCA ORCA RCL ScOACC SITA TMI Airlines Electronic Engineering Committee Aircraft Communications, Addressing and Reporting System Aeronautical Radio Incorporated Clearance Delivery Officer Clearance Acknowledgement downlink message Oceanic Clearance uplink message ICAO 4 letter code for Shanwick Estimated Time of Arrival Flight Data Processing System Flight System Message High Frequency Oceanic Area Control Centre Oceanic Control Area Oceanic Route Clearance Authorisation service Request for Clearance Scottish and Oceanic Area Control Centre Société Internationale de Télécommunications Aéronautiques Track Message Ident number Effective Date: 18 th March 2004 Issue 11 Page 3 of 16

6 Delivery of Oceanic Clearances by ORCA - Shanwick VHF Very High Frequency 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. Effective Date: 18 th March 2004 Issue 11 Page 4 of 16

7 Delivery of Oceanic Clearances by ORCA - Shanwick 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:- Shanwick Entry Point. ETA for Entry Point. Requested Mach Number. 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.) Effective Date: 18 th March 2004 Issue 11 Page 5 of 16

8 Delivery of Oceanic Clearances by ORCA - Shanwick 3. Requesting Shanwick Oceanic Clearance 3.1 GENERAL Aircraft must not enter Shanwick Oceanic Airspace without a clearance Crews should request Oceanic clearance not more than 90 minutes flying time from the OCA boundary. RCLs outwith this parameter, will be rejected Crews should request Oceanic clearance not less than 30 minutes flying time from the OCA boundary. RCLs outwith this parameter, will be rejected 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 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 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 ORCA RCLs do not require crews to state TMI. The CLX contains a Track identifier and includes full route co-ordinates 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. Effective Date: 18 th March 2004 Issue 11 Page 6 of 16

9 Delivery of Oceanic Clearances by ORCA - Shanwick 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:- Callsign Shanwick Boundary Entry Point and ETA. Flight Level. Mach Number. Route information i.e. full NAT Track or Random Route details. 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. Effective Date: 18 th March 2004 Issue 11 Page 7 of 16

10 Delivery of Oceanic Clearances by ORCA - Shanwick 6. Clearance Acknowledgement 6.1 On receipt of the CLX, crew actions shall depend upon the aircraft's downlink capabilities. 6.2 Datalink Acknowledgement For those aircraft equipped to downlink a datalink acknowledgement (CLA) for the CLX, the crew must send this message as soon as possible This CLX must be acknowledged. Should the crew require an alternative to the issued clearance, they must request again. (See Section 7) 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 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 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. Effective Date: 18 th March 2004 Issue 11 Page 8 of 16

11 Delivery of Oceanic Clearances by ORCA - Shanwick 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. Effective Date: 18 th March 2004 Issue 11 Page 9 of 16

12 Delivery of Oceanic Clearances by ORCA - Shanwick 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. Effective Date: 18 th March 2004 Issue 11 Page 10 of 16

13 Delivery of Oceanic Clearances by ORCA - Shanwick Appendix A - System Overview Diagram Satellite SAT WEST BOUND AIRCRAFT ORCA clearance delivery Voice (R/T) VHF Ground Station Clearance Request RCL / CLA RCL / CLA VALID RCL / CLA Clearance Delivery Officer Clearance Delivery SITA/ARINC ground networks FSM / CLX Ground Station FSM / CLX FSM / CLX ORCA processor RCL - Clearance request message (downlink) Shanwick FDPS Clearance Planner Controller CLX - Shanwick clearance (uplink) CLA - Clearance acknowledgment (downlink) FSM - Flight system message (uplink) Effective Date: 18 th March 2004 Issue 11 Page 11 of 16

14 Delivery of Oceanic Clearances by ORCA - Shanwick 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. 2ND MAX F M NAT 1D STH 1D NTH RMK/ Field Definition Alternative Track or Level Request e.g. 2ND NAT C or 2ND F370 Maximum acceptable Flight Level at Oceanic Entry Point e.g. MAX F350 or 2ND F330 MAX 350 Flight level e.g. F370 Mach number e.g. M080 North Atlantic Track e.g. NAT D 1 degree south e.g 2ND 1D STH NAT E or 2ND 1D STH 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. Effective Date: 18 th March 2004 Issue 11 Page 12 of 16

15 Delivery of Oceanic Clearances by ORCA - Shanwick Appendix C - ORCA Messages and Crew Actions Uplink messages will use a standard format, and give guidance to crews, where possible. Messages ending in: Resubmit your request Contact Shanwick by Voice Revert to voice Procedures Crew action: Amend the identified error, then re-send the RCL Contact Shanwick, by voice, as quickly as possible, but anticipate that clearance will be issued by ORCA 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 RCL RECEIVED IF NO CLEARANCE WITHIN 15 MINUTES CONTACT SHANWICK BY VOICE Crew Action 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 RCL REJECTED FLIGHT PLAN NOT HELD RCL REJECTED INVALID <callsign, Mach No, Level, etc> RESUBMIT YOUR REQUEST (CLA or) RCL REJECTED ERROR IN MESSAGE REVERT TO VOICE PROCEDURES RCL REJECTED RCL SENT TOO EARLY REQUEST AGAIN LATER Await clearance issued on the basis of the original RCL, then input new RCL if required. Check that the correct callsign was used. Amend and re-request. OR Contact Shanwick by voice to provide FPL details and request clearance verbally. Check the identified error, amend and resubmit the RCL. An error has been detected and further datalink communication should not take place. Contact Shanwick by voice to request and receive the clearance. Clearance request received more than 90 minutes prior to the boundary. Check the ETA, and rerequest at the correct time. Effective Date: 18 th March 2004 Issue 11 Page 13 of 16

16 Delivery of Oceanic Clearances by ORCA - Shanwick Specific Uplink Message RCL REJECTED RCL RECEIVED TOO LATE REVERT TO VOICE PROCEDURES RCL REJECTED INVALID REGISTRATION REVERT TO VOICE PROCEDURES RCL REJECTED CALLSIGN ALREADY IN USE Crew Action 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. Contact Shanwick by voice to request and receive the clearance. 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 A network or ground system error has been detected. Contact Shanwick immediately by voice. RCL REJECTED ORCA SERVICE NOT CURRENTLY AVAILABLE REVERT TO VOICE PROCEDURES RCL (or CLA) REJECTED GROUND SYSTEM ERROR REVERT TO VOICE PROCEDURES RCL RECEIVED SHANWICK CLEARANCE NOT ACKNOWLEDGED SEND DATALINK ACKNOWLEDGMENT NOW RCL REJECTED TRANSACTION TIMEOUT REVERT TO VOICE PROCEDURES Clearance Acknowledgement has not been received. Acknowledge clearance by datalink now. Failure to do so will result in transaction termination. Acknowledgement has not been received. Clearance is not valid. Contact Shanwick by voice for clearance readback. Effective Date: 18 th March 2004 Issue 11 Page 14 of 16

17 Delivery of Oceanic Clearances by ORCA - Shanwick Specific Uplink Message Clearance Message (CLX) or Reclearance 1, Reclearance 2 etc. Crew Action 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 RCL (or CLA) RECEIVED NEGOTIATION REQUIRED CONTACT SHANWICK BY VOICE CLA REJECTED CLEARANCE CANCELLED REVERT TO VOICE PROCEDURES Acknowledgement received. Clearance is now valid. If not received, contact Shanwick by voice. Negotiation is required, or communications problems encountered. Contact Shanwick by voice immediately. Anticipate that clearance will be issued via datalink. Invalid CLA receiv ed 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. Effective Date: 18 th March 2004 Issue 11 Page 15 of 16

18 Delivery of Oceanic Clearances by ORCA - Shanwick Appendix D - Terms Used in the ATC/ Field For Information Level Change Mach Change Entry Point Change Route Change At {Position} Route Change At Multiple Route Points Request Level Change At {Position} Unable To Approve Request Clearance is at a level different from that requested or previously cleared. Clearance is at a speed different from that requested or previously cleared. Clearance is via an Entry Point different from that requested, or previously cleared. Clearance is via a single route point different from that requested or previously cleared. Clearance is via a route that has two or more points different from that requested or previously cleared. Pilot should request a level change at point specified. 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} Not Later Than {Time} At {Position} Leave Level {Level} At {Position} Leave Level {Level} At {Time} Be Level {Level} At {Position} Be Level {Level} At {Time} Clearance Limit {Position} Cross specified position not before the specified time. Cross specified position not later than the specified time. Leave the specified level at or after passing the specified position. Leave the specified level at or after the specified time. Reach the specified level at or before the specified position. Reach the specified level at or before the specified time. 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. Effective Date: 18 th March 2004 Issue 11 Page 16 of 16

19 Serial Number: Subject: Flight crew guidance 5 minutes separation between GNSS aircraft Issued/Effective: September 2009 The purpose of North Atlantic Operations Bulletin 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 at icaoeurnat@paris.icao.int. 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 (Documents, NAT Docs), contains an up to date list of all current NAT Ops Bulletins. There is no objection to the reproduction of extracts of information contained in this Bulletin if the source is acknowledged.

20 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 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 at icaoeurnat@paris.icao.int 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 Page 1 of 3

21 Flight crew guidance 5 minutes for climb/descent between GNSS equipped aircraft 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 Voice CLIMB TO REACH FLIGHT LEVEL 390 AT OR BEFORE 1325 CPDLC CLIMB TO REACH F390 BY 1325 Voice DESCEND TO REACH FLIGHT LEVEL 320 AT OR BEFORE 1403 CPDLC DESCEND TO REACH F320 BY 1403 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] What is expected Arrange the climb so that the aircraft is at FL390 no later than 1325 UTC. If it will not be possible to be level at FL390 at or before 1325 UTC: VOICE: Do not commence climb and advise ATC of the situation. CPDLC: Do not ACCEPT the clearance; reply UNABLE and do not climb. Arrange the descent so that the aircraft is at FL320 no later than 1403 UTC. If it will not be possible to be level at FL320 at or before 1403 UTC: VOICE: Do not commence descent and advise ATC of the situation. CPDLC: Do not ACCEPT the clearance; reply UNABLE and do not descend. 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. CPDLC: Do not ACCEPT the clearance; reply UNABLE and do not climb or descend. Page 2 of 3 September 2009

22 Flight crew guidance 5 minutes for climb/descent between GNSS equipped aircraft 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 REYKJAVIK OAC CLEARS AIRLINER 186, CLIMB TO REACH FLIGHT LEVEL 340 AT OR BEFORE REPORT REACHING AIRLINER 128, AMENDED LEVEL CLEARANCE. SANTA MARIA CLEARS AIRLINER 128 DESCEND TO REACH FLIGHT LEVEL 360 AT OR BEFORE REPORT REACHING. 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 CPDLC [UM26] CLIMB TO REACH F340 BY 1715 [UM129] REPORT LEVEL F340 [UM28] DESCEND TO REACH F360 BY 1245 [UM129] REPORT LEVEL F360 [UM20] CLIMB TO AND MAINTAIN F380 [UM129] REPORT LEVEL F380 [freetext] LEAVE F360 AT OR BEFORE END - Page 3 of 3 September 2009

23 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 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 15 REQUEST OFFSET [direction] [distance] OF ROUTE 16 AT [position] REQUEST OFFSET [direction] [distance] OF ROUTE 17 AT [time] REQUEST OFFSET [direction] [distance] OF ROUTE Message Intent Request that a parallel track, offset from the cleared track by the specified distance in the specified direction, be approved. Request that a parallel track, offset from the cleared track by the specified distance in the specified direction, be approved from the specified position Request that a parallel track, offset from the cleared track by the specified distance in the specified direction, be approved from the specified time. NAT OPS Bulletin Improving understanding of FANS 1/A data link procedures in the NAT Region

24 DM# Message Element Message Intent 26 REQUEST WEATHER DEVIATION TO Request for a weather deviation to the [position] VIA [route clearance] 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 NAT OPS Bulletin Improving understanding of FANS 1/A data link procedures in the NAT Region

25 the North Atlantic Region are available on the ICAO EUR/NAT website at 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] 24 AT [time] DESCEND TO AND MAINTIN [altitude] 25 AT [position] DESCEND 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 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. 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. 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. 27 CLIMB TO REACH [altitude] BY [position] 28 DESCEND TO REACH [altitude] BY [time] 29 DESCEND TO REACH [altitude] BY [position] Instruction that a climb is to commence at a rate such that the specified level is reached BEFORE PASSING the specified position. Instruction that a descent is to commence at a rate such that the specified level is reached AT or BEFORE the specified time. Instruction that a descent is to commence at a rate such that the specified level is reached BEFORE PASSING the specified position. W/U W/U W/U W/U W/U W/U W/U - END - NAT OPS Bulletin Improving understanding of FANS 1/A data link procedures in the NAT Region

26 Serial Number: Subject: Oceanic Clearance Delivery Procedures for Santa Maria Issued/Effective: 29 July 2010 The purpose of North Atlantic Operations Bulletin is to promulgate the Oceanic Clearance Delivery (OCD),via data link procedures on behalf of the Santa Maria Area Control Centre (OCA), which was promulgated by Portugal as AIC A 006/2010. For more information on data link OCD service and participation 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 Vila do Porto Phone: Fax: jcabral@nav.pt Mobile Phone: 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 (Documents, NAT Docs), contains an up to date list of all current NAT Ops Bulletins. There is no objection to the reproduction of extracts of information contained in this Bulletin if the source is acknowledged..

27 AIC PORTUGAL OCEANIC CLEARANCE DELIVERY (OCD) IN THE SANTA MARIA OCEANIC CONTROL AREA (OCA) Phone: Fax: AFS: LPPPYOYC Direcção de Segurança e Desempenho Operacional Aeronautical Information Service Apartado Lisboa Codex AIC Effective date: 29-JUL-2010 Publish date: 17-JUN INTRODUCTION The 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 ED PURPOSE The purpose of this Aeronautical Information Circular (AIC) is to provide information about the NAV Portugal OCD data link service in the Santa Maria OCA. 3 AREA OF APLICATION Santa Maria Oceanic Control Area (OCA). 4 PROCEDURES 4.1 General The 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: Before entering the oceanic boundary, the pilot requests his OCL trough the ACARS terminal using the Request Oceanic Clearance (RCL) message. The RCL message shall include 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) 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. 1.

28 4.3 Requesting Clearance Flights so equipped should request the clearance by sending the RCL within the time frames and procedures defined in AIP Portugal, which are summarized below: All flights entering the NAT region trough Santa Maria OAC must obtain ATC clearance before crossing the Oceanic Control Area boundary. If it becomes impossible to obtain Oceanic Clearance prior entering Santa Maria Oceanic Control Area, the pilot should not hold while awaiting clearance unless so directed by ATC. Oceanic Clearance requests should be made at least 40 minutes before the ETO for the NAT boundary. Flights departing from Azores should request clearance at least 20 minutes before ETD. Departures from aerodromes located close to the NAT Region boundary shall request Oceanic Clearance as soon as possible. Flights from Lisboa FIR shall inform Lisboa ACC of the flight level and entry point in the NAT Region, as contained in the Oceanic Clearance. All Pilots are reminded that the Oceanic Clearance is valid only from Santa Maria's FIR boundary. In order to comply with the Oceanic Clearance if any route, speed or level change is required before to the entry boundary point, it is mandatory to make a prior request with the Control Centre in charge of their flight. Pilots are reminded that while outside of Santa Maria FIR and whilst in contact with Santa Maria Radio, it is mandatory to maintain two way communications with the Control Centre in charge of their flight. Those flights which use Data Link Services for Oceanic Clearance Request and Reception, must establish voice contact with Santa Maria Radio for SELCAL Check on appropriate HF frequencies or on VHF MHZ, prior entering Santa Maria FIR. Should any problem or error occur, pilots must revert to voice communications. Following a technical problem or error message, any doubts about the Oceanic Clearance must always be confirmed via voice with the radio operator. Pilots should be aware that the radio operators will not be able to respond to any questions regarding the data link channel status. 4.4 Clearance delivery Pilots should be aware that the radio operators will not be able to respond to any questions regarding the data link channel status. 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>. NAT Track identifiers e.g. NAT G and airway identifiers e.g. T16 will be used on the CLX messages. If any doubts arise about the coordinates and/or significant points that are part of a track and/or airway, they must be clarified using voice procedures. 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 data link oceanic clearance is received, flights 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. 2.

29 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. Flights departing Azores only have to advise ATC if they expect changes of 6 minutes or more from the previously given ETD. 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 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: ROC 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 POCEDURE 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 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 REQUIREMENTS For more information on OCD data link service and participation requirements you may contact the following NAV Portugal staff: Post: Jose Joaquim S.P. Cabral Head of Atlantic Operational Procedures Atlantic Operations Directorate NAV Portugal, E.P.E. Apartado Vila do Porto Phone: Phone: Mobile Phone: Fax: jcabral@nav.pt = END = This Aeronautical Information Circular replaces AIC

30 Serial Number: Subject: Reykjavik OCD Crew Procedures Version 2 Issued: 31 March 2011 The purpose of North Atlantic Operations Bulletin is to provide flight crew procedures related to the delivery of oceanic clearances via data link to aircraft by the Reykjavik Oceanic Area Control 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. Any queries about the content of the attached document should be addressed to: Bjarni K. Stefansson Reykjavik Oceanic Area Control Centre procedures@isavia.is 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 (Documents, NAT Docs), contains an up to date list of all current NAT Ops Bulletins. There is no objection to the reproduction of extracts of information contained in this Bulletin if the source is acknowledged

31 REYKJAVIK DATA LINK OCEANIC CLEARANCE DELIVERY (OCD) CREW PROCEDURES Reykjavik Oceanic Area Control Centre Operations Building Reykjavik Data Link OCD Version 2 Page 2 of 12 Crew Procedures Effective 31 March 2011

32 Contents Contents... 3 Summary of Changes... 4 Abbreviations Introduction Requesting Clearance Clearance Delivery Clearance Acknowledgement Clearance Negotiation Reclearances Time Revisions RCL and CLA Errors Terms Used in the ATC/ Line Explanation of Data Link Clearance Elements Any Queries relating to this document should be addressed to: Bjarni K. Stefansson Reykjavik Oceanic Area Control Centre procedures@isavia.is Reykjavik Data Link OCD Version 2 Page 3 of 12 Crew Procedures Effective 31 March 2011

33 Summary of Changes The following changes have been made in this version of the document: Paragraph Change 2.3 An explanatory note concerning the Entry Point was added. 2.6 The time for sending an RCL message was amended. 2.7 The time in the response message was amended. 8 Two modified error messages. Abbreviations ACARS AFIS ARINC * CLA * CLX * CTA ETA FDPS HF ICAO NAT OAC OCA OCD * OEP * RCL * SITA * TMI * VHF Aircraft Communications, Addressing and Reporting System Aerodrome Flight Information Service Aeronautical Radio Incorporated Clearance Acknowledgement downlink message Oceanic Clearance uplink message Control Area Estimated Time of Arrival Flight Data Processing System High Frequency International Civil Aviation Organization North Atlantic Oceanic Area Control Centre Oceanic Control Area Oceanic Clearance Delivery Oceanic Entry Point Request Oceanic Clearance downlink message Société Internationale de Télécommunications Aéronautiques Track Message Ident number Very High Frequency * designates an abbreviation that is not included in ICAO DOC8400 ICAO Abbreviations and Codes. Reykjavik Data Link OCD Version 2 Page 4 of 12 Crew Procedures Effective 31 March 2011

34 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 is no specific flight planning requirements for the Reykjavik OCD service. Reykjavik Data Link OCD Version 2 Page 5 of 12 Crew Procedures Effective 31 March 2011

35 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. 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 Stavanger Scottish Edmonton Murmansk Send the RCL when the aircraft is less than this many minutes from the Reykjavik CTA Entry Point 25 minutes 25 minutes 45 minutes 30 minutes Rule of thumb: Send RCL when 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. Reykjavik Data Link OCD Version 2 Page 6 of 12 Crew Procedures Effective 31 March 2011

36 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 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 The Reykjavik FDPS automatically responds to the RCL message. All possible responses are detailed in Section Clearance Delivery 3.1 Examples of data link oceanic clearances are provided in Section 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 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. 3.4 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 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. 3.5 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. 3.6 The CLX may contain additional information, prefixed with the text ATC/. ATC/ messages are detailed in Section 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 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 Reykjavik Data Link OCD Version 2 Page 7 of 12 Crew Procedures Effective 31 March 2011

37 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 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: Iceland Radio on HF, VHF or SATCOM voice; or Reykjavik Control on VHF. 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. 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. 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: Iceland Radio on HF, VHF or SATCOM voice; or Reykjavik Control on VHF. 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. Reykjavik Data Link OCD Version 2 Page 8 of 12 Crew Procedures Effective 31 March 2011

38 8. RCL and CLA Errors Error Message RCL REJECTED ERROR IN MESSAGE REVERT TO VOICE PROCEDURES RCL REJECTED REGISTRATION DOES NOT MATCH FLIGHT PLAN REVERT TO VOICE PROCEDURES RCL REJECTED FLIGHT PLAN NOT HELD REVERT TO VOICE PROCEDURES RCL REJECTED MULTIPLE FLIGHT PLAN HELD REVERT TO VOICE PROCEDURES RCL REJECTED CLEARANCE HAS BEEN SENT TO ICELAND RADIO REVERT TO VOICE PROCEDURES CONTACT ICELAND RADIO FOR CLEARANCE RCL REJECTED REQUEST BEING PROCESSED AWAIT TRANSACTION COMPLETION RCL REJECTED INVALID FLIGHT PLAN STATUS REVERT TO VOICE PROCEDURES RCL REJECTED RCL SENT TOO EARLY REQUEST AGAIN LATER SEND RCL WHEN 25 MINUTES FROM THE BOUNDARY RCL Errors Message Meaning and Crew Action 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). Meaning: The aircraft registration in the RCL does not match the registration in the flight plan in the Reykjavik FDPS. Crew action: The oceanic clearance must be requested via voice (see paragraph 4.4). 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. Reykjavik Data Link OCD Version 2 Page 9 of 12 Crew Procedures Effective 31 March 2011 OR The oceanic clearance must be requested via voice (see paragraph 4.4). Meaning: The Reykjavik FDPS holds more than one flight plan for flight. Crew action: The oceanic clearance must be requested via voice (see paragraph 4.4). 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). 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. Meaning: The status of the flight plan in the Reykjavik FDPS is not appropriate for processing of an RCL message. Crew action: The oceanic clearance must be requested via voice (see paragraph 4.4). Meaning: The flight plan has not yet been activated in the Reykjavik FDPS (see paragraphs ). Crew action: Send the RCL when 25 minutes

39 from the Reykjavik CTA boundary. RCL REJECTED CLEARANCE CANCELLED REVERT TO VOICE PROCEDURES TRANSACTION TIMED OUT Meaning: The transaction has timed out in the Reykjavik FDPS. Crew action: The oceanic clearance must be requested via voice (see paragraph 4.4). CLA Errors Error Message CLA REJECTED CLEARANCE CANCELLED REVERT TO VOICE PROCEDURES CLA REJECTED REGISTRATION DOES NOT MATCH FLIGHT PLAN REVERT TO VOICE PROCEDURES CLA REJECTED CLEARANCE CANCELLED REVERT TO VOICE PROCEDURES TRANSACTION TIMED OUT Message Meaning and Crew Action 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). Meaning: The aircraft registration in the CLA does not match the registration in the flight plan in the Reykjavik FDPS. Crew action: The oceanic clearance must be requested via voice (see paragraph 4.4). Meaning: The transaction has timed out in the Reykjavik FDPS before the CLA was received. Crew action: The oceanic clearance must be requested via voice (see paragraph 4.4). 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 ENTRY POINT CHANGE <position> ROUTE AMENDMENT CLEARANCE LIMIT The speed in the clearance is different from the speed requested in the RCL message. The entry point in the clearance is different from the entry point requested in the RCL message. The route in the clearance is different from the route in the flight plan. The clearance limit in the clearance is different from the destination in the flight plan. Reykjavik Data Link OCD Version 2 Page 10 of 12 Crew Procedures Effective 31 March 2011

40 10. Explanation of Data Link Clearance Elements Message identifier Time and date (2010, June 03) Reykjavik OAC Data link clearance sequence number CLX BIRD CLRNCE 026 Callsign Destination and Oceanic Entry Point SAS903 CLRD TO KEWR VIA ISVIG The route is not a NAT track RANDOM ROUTE Cleared route 63N010W 63N020W 63N030W 62N040W 60N050W PRAWN YDP FM ISVIG/1314 MNTN F360 M082 Cleared Mach number END OF MESSAGE 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) CLX BIRD CLRNCE 026 UAL941 CLRD TO KORD VIA BARKU NAT Track identifier NAT A BARKU RATSU 62N020W 63N030W 62N040W 60N050W PRAWN YDP FM BARKU/1314 MNTN F340 M082 ATC/LEVEL CHANGE END OF MESSAGE An ATC comment indicates that the clearance is different from what was requested in the RCL or FPL. Reykjavik Data Link OCD Version 2 Page 11 of 12 Crew Procedures Effective 31 March 2011

41 ATC CLRD CLRNCE CLX F FM M MNTN NAT Abbreviations used in data link oceanic clearance messages Air Traffic Control Cleared Clearance Clearance uplink message Flight level From Mach Maintain North Atlantic Track - END - Reykjavik Data Link OCD Version 2 Page 12 of 12 Crew Procedures Effective 31 March 2011

42 Serial Number: Subject: Automatic Dependent Surveillance-Broadcast Effective:15 December 2011 The purpose of North Atlantic Operations Bulletin 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 information was promulgated by Canada as AIC 44/11. For question concerning AIC 44/11, please contact: Doug Dillon Manager, ACC Operations, Gander Area Control Centre NAV CANADA P.O. Box 328 Gander, NL A1V-1W7 Direct line: 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 (EUR & NAT Documents, NAT Documents), contains an up to date list of all current NAT Ops Bulletins. There is no objection to the reproduction of extracts of information contained in this Bulletin if the source is acknowledged.

43 15 DEC 11 AERONAUTICAL INFORMATION CIRCULAR 44/11 AUTOMATIC DEPENDENT SURVEILLANCE BROADCAST SERVICE IN THE GANDER OCEANIC CONTROL AREA Introduction In the first quarter of 2012, Gander area control centre (ACC) will commence 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). NAV CANADA will notify operators of the exact start of ADS-B service within the indicated service volume via NOTAM. 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. Page 1 of 3

44 15 DEC 11 Operator Participation Eligibility for ADS-B service in the Gander OCA is based upon the compliance considerations of European Aviation Safety Agency (EASA) Acceptable Means of Compliance (AMC) or equivalent. Aircraft avionics functionally should be compliant with Radio Technical Commission for Aeronautics (RTCA) DO-260, DO-260A, or DO-260B. Operators must meet the conditions of operational specification No. 609 or No. 610, as appropriate, outlined in Transport Canada, Advisory Circular (AC) , Issue No. 2. Operators must also complete an aircraft equipment survey and provide NAV CANADA with each aircraft s unique 24-bit transponder address in order to be entered onto the list of eligible aircraft. 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. Initially, ADS-B will be used to provide flight level changes 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. Additional applications, such as five-mile in-trail spacing, will become available and advertised to customers at a later date. 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, Guidance concerning Air Navigation in and above the NAT MNPSA, published by the International Civil Aviation Organization (ICAO). As always, flight crews are encouraged to request any changes, including flight level, that can 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. When 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. Page 2 of 3 AERONAUTICAL INFORMATION CIRCULAR 44/11

45 15 DEC 11 Further Information For further Information, please contact: Doug Dillon, Manager ACC Operations, Gander Area Control Centre NAV CANADA P.O. Box 328 Gander, NL A1V 1W7 Direct line: Rudy Kellar Vice President, Operations AERONAUTICAL INFORMATION CIRCULAR 44/11 Page 3 of 3

46 Serial Number: Subject: Sample Oceanic Checklists Issued: 13 February 2012 The purpose of North Atlantic Operations Bulletin is to promulgate the Sample Oceanic Checklist and the Sample Expanded Oceanic Checklist. This NAT OPS Bulletin supersedes NAT OPS Bulletin, Serial Number: 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: 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 (EUR & NAT Documents, NAT Documents), contains an up to date list of all current NAT Ops Bulletins. There is no objection to the reproduction of extracts of information contained in this Bulletin if the source is acknowledged.

47 NAT OPS BULLETIN Sample Oceanic Checklists SAMPLE OCEANIC CHECKLIST as of 13 February 2012 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 Operators should use an Oceanic Checklist as part of their Safety Management System (SMS). FLIGHT PLANNING Plotting Chart plot route coast out to out to coast in Equal Time Points (ETP) - plot Track message (current copy available for all crossings) Note nearest tracks on plotting chart 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 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 inches ( hpa) Manually compute ETAs above FL180 PRIOR TO OCEANIC ENTRY Gross error accuracy check record results HF check, if not done during pre-flight Log on to CPDLC or ADS 15 to 45 minutes prior, if equipped Obtain oceanic clearance from appropriate clearance delivery 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 Reclearance 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 minutes after entry, if applicable Maintain assigned Mach, if applicable VHF radios-set to interplane and guard frequency Strategic Lateral Offset Procedures (SLOP) - SOP 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-minute or more change requires ATC notification 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 Confirm time to next waypoint COAST IN Compare ground based NAVAID to LRNS Remove Strategic Lateral Offset Confirm routing after oceanic exit DESCENT Transition level - set altimeters to QNH DESTINATION/BLOCK IN Navigation Accuracy Check RVSM write-ups Page 2 of 9

48 NAT OPS BULLETIN Sample Oceanic Checklists SAMPLE EXPANED OCEANIC CHECKLIST as of 13 February 2012 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 Operators should use an Oceanic Checklist as part of their Safety Management System (SMS). FLIGHT PLANNING Plotting Chart A plotting chart of appropriate scale should be used for all remote 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 lead 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 Long Range Navigation System (LRNS) as this has led to Gross Navigation Errors. Track message Crews must 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 tracks near the assigned route can help situational awareness in case the crew needs to execute a contingency procedure. 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 (LRRT), Los Angeles (KLAX), 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 lead to inconsistencies in reporting times to ATC and resulted in a loss of longitudinal separation. Page 3 of 9

49 NAT OPS BULLETIN Sample Oceanic Checklists 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 moderate or greater turbulence could lead to RVSM suspension. Operators are cautioned against flight planning through areas of forecast moderate or greater 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 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. Page 4 of 9

50 NAT OPS BULLETIN Sample Oceanic Checklists 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. 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. Groundspeed check 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 Groundspeed check During taxi to the active runway, pilots should check the groundspeed to see if it is reasonable. Present Position check 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. Page 5 of 9

51 NAT OPS BULLETIN Sample Oceanic Checklists CLIMB OUT Transition altitude Crews should brief the transition altitude based on information from the approach plate or from the ATIS. After climbing through the transition altitude, the altimeters should be reset to inches or 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 Gross error 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 gross error 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 must be accomplished before oceanic entry. Log on to CPDLC or ADS-C Operators approved to use Controller Pilot Data Link Communications (CPDLC) 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 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 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. Reclearance A reclearance (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 reclearance. 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. Page 6 of 9

52 NAT OPS BULLETIN Sample Oceanic Checklists Compass heading check It is recommended to conduct a compass heading check and record the results. This check is particularly helpful with inertial systems. 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 interplane (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. Page 7 of 9

53 NAT OPS BULLETIN Sample Oceanic Checklists Confirm time to next waypoint Crews must be vigilant in passing an accurate ETA to ATC for the next waypoint. 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. 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. 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. 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. Page 8 of 9

54 NAT OPS BULLETIN Sample Oceanic Checklists 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 - - END - Page 9 of 9

55 Serial Number: Subject: Oceanic Errors Safety Bulletin (OESB) Issued: 13 February 2012 The purpose of North Atlantic Operations Bulletin is to promulgate the Oceanic Errors Safety Bulletin (OESB). This NAT OPS Bulletin supersedes NAT OPS Bulletin, Serial Number: 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: 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 (EUR & NAT Documents, NAT Documents), contains an up to date list of all current NAT Ops Bulletins. There is no objection to the reproduction of extracts of information contained in this Bulletin if the source is acknowledged. Page 1 of 7

56 NAT OPS BULLETIN Oceanic Errors Safety Bulletin (OESB) OCEANIC ERRORS SAFETY BULLETIN as of 13 February 2012 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 Guidance Concerning Air Navigation In and Above NAT MNPS Airspace (NAT Doc 007). This manual can be found at under: EUR & NAT Documents >NAT Documents > NAT Doc 007 (MNPS). Operators should consult 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 The following are examples of conditions or restrictions given to crews when the terms AT or BY are used in a conditional clearance. Page 2 of 7

57 NAT OPS BULLETIN Oceanic Errors Safety Bulletin (OESB) EXAMPLES: Restriction VOICE CLIMB TO REACH FLIGHT LEVEL 390 AT OR BEFORE 1325 CPDLC CLIMB TO REACH F390 BY 1325 VOICE DESCEND TO REACH FLIGHT LEVEL 320 BEFORE PASSING 63 NORTH 030 WEST CPDLC DESCEND TO REACH F320 BY 63N030W (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 (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 What is expected 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. 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 ATC of the situation. CPDLC: Do not ACCEPT the clearance; reply UNABLE and do not descend. 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: VOICE: Do not commence descent and advise ATC of the situation. CPDLC: Do not ACCEPT the clearance; reply UNABLE and do not descend. 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: VOICE: Do not commence descent and advise ATC of the situation. CPDLC: Do not ACCEPT the clearance; reply UNABLE and do not descend. 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. Page 3 of 7

58 NAT OPS BULLETIN Oceanic Errors Safety Bulletin (OESB) 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. 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. Page 4 of 7

59 NAT OPS BULLETIN Oceanic Errors Safety Bulletin (OESB) EROSION OF LONGITUDINAL SEPARATION 1. 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. NOTE: Flight crews using ADS-C are still required to advise ATC if a previously notified ETA has changed by 3 minutes or more. 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. Dispatchers and Flight Planners must ensure the filed routes around the oceanic boundary do not include crossing multiple oceanic entry/exit points. 2. 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 clearances 1 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 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. 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 for the controller and paragraph for the flight crew. For multi-element messages controllers can refer to paragraph Page 5 of 7

60 NAT OPS BULLETIN Oceanic Errors Safety Bulletin (OESB) 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. 2. Crews should be aware of the coast-out to coast-in operational use of the procedure. Page 6 of 7

61 NAT OPS BULLETIN Oceanic Errors Safety Bulletin (OESB) 3. 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. 4. 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: (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: (please refer to Section Deviation Around Severe Weather ). Note: If the aircraft is required to deviate from track 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 - Page 7 of 7

62 Serial Number: 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 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 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: Shanwick.Supervisors@nats.co.uk 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 (EUR & NAT Documents, NAT Documents), contains an up to date list of all current NAT Ops Bulletins. There is no objection to the reproduction of extracts of information contained in this Bulletin if the source is acknowledged.

63 NATS Ltd UK Aeronautical Information Service Heathrow House Bath Road Hounslow, Middlesex TW5 9AT URL: Phone: (Editorial) Phone: Phone: UNITED KINGDOM AERONAUTICAL INFORMATION CIRCULAR (Distribution - Tangent Direct) (Content - NATS/Procedures and Developments) AIC: Y 006/ FEB-2011 Operational INTRODUCTION OF A TRIAL OF A 5 MINUTE ALONG TRACK LONGITUDINAL SEPARATION IN THE SHANWICK OCA (COMMENCING 30 MARCH 2011). 1 Introduction 1.1 The current longitudinal separation minimum applied in North Atlantic (NAT) Airspace, for MNPS approved aircraft pairs following the 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 minimum will commence, between aircraft which are following the same track, irrespective of whether they are East or Westbound. The application of this minimum is intended to aid the provision of optimum vertical profiles for suitably equipped aircraft, and is based on the use of ADS-C periodic 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 longitudinal separation 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 participants in 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 are comparable 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 has been demonstrated to be safe subject to certain conditions being met. One of these is that the ADS-C reports used to pass position information to ATC are time-stamped using the same reference; that is GPS time. While there is no reason for crews to attempt to alter this time reference, crews need to be made aware of the potential hazard of doing so. Therefore crews must report any failure of GPS, and ensure that the published requirements for time checking before entry into Oceanic airspace are adhered to (see Paragraph of the NAT Doc 007, Guidance concerning Air Navigation in and above the North Atlantic MNPS 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; and e. 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 a 5 minute longitudinal separation on a permanent, operational basis. 1.

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65 Serial Number: 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 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 For question concerning AIC 17/12, please contact: Doug Dillon Manager, ACC Operations, Gander Area Control Centre NAV CANADA P.O. Box 328 Gander, NL A1V-1W7 Direct line: dillond@navcanada.ca 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 (EUR & NAT Documents, NAT Documents), contains an up to date list of all current NAT Ops Bulletins. There is no objection to the reproduction of extracts of information contained in this Bulletin if the source is acknowledged.

66 3 MAY 12 AERONAUTICAL INFORMATION CIRCULAR 17/12 TRIAL OF A FIVE-MINUTE ALONG-TRACK LONGITUDINAL SEPARATION MINIMUM IN THE GANDER OCEANIC CONTROL AREA Introduction (Supersedes AIC 42/11) 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 fiveminute longitudinal separation minimum to be applied between eligible aircraft pairs operating within the Gander and Shanwick oceanic control areas (OCAs). 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). 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 Note: Cette information est aussi disponible dans l autre langue officielle. Page 1 of 2

67 3 MAY 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 For further Information, please contact: Doug Dillon, Manager ACC Operations, Gander Area Control Centre NAV CANADA P.O. Box 328 Gander, NL A1V 1W7 Direct line: dillond@navcanada.ca Page 2 of 2 AERONAUTICAL INFORMATION CIRCULAR 17/12

68 Serial Number: Subject: Gander Data Link Oceanic Clearance Delivery Procedures Effective: 8 June 2012 The purpose of North Atlantic Operations Bulletin is to promulgate Version 20 of the Gander Oceanic Clearance Delivery via data link procedures on behalf of the Gander Oceanic Area Control Centre. Version 20 is effective on 8 June Questions or problem reports may be ed to NAV CANADA at ATLUPOQX@navcanada.ca. 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 (Documents, NAT Docs), contains an up to date list of all current NAT Ops Bulletins. There is no objection to the reproduction of extracts of information contained in this Bulletin if the source is acknowledged.

69 GANDER DATA LINK OCEANIC CLEARANCE DELIVERY (OCD) CREW PROCEDURES Gander Oceanic Area Control Centre Operations Building Gander Data Link OCD Version 20 Page 1 of 12 Crew Procedures 8 June 2012