NAT OPERATIONS (NAT Document-007, 2019)

Nat Areas (OCAs) 1. Reykjavik (Iceland) 3. Shanwick (Ireland) 5. New York (USA) Additionally BIRD air space is established
(Oceanic Control Areas) 2. Gander (Canada) 4. Santa Maria (Prtugal) 6. Bodo (Norway) which is ATS Surveillance Airspace.
1. (BOTA) Brest oceanic 3. (NOTA) Northern oceanic
Oceanic transition area transition area Transition from Domestic airspace to
Transition Areas 2. (SOTA) Shannon oceanic 4. (GOTA)Gander oceanic Oceanic airspace.
transition area control area
NAT HLA Requirements: NAT HLA Limits:
For an aircraft to fly into NAT HLA it must have: All 6 NAT OCA and Bird airspace has
Nat High LVL 1. Two fully serviceable Long Range Navigation Systems (LRNSs). Vertical Limits of FL 285-FL420.
Airspace A LRNS may be: (INS, GNSS, IRS).
2. RVSM approved
(NAT HLA) 3. Transponder equipped
4. TCAS (If AUW is greater than 5700 KG or carrying > 19 px. G 450 Capability:
5. RNP 10 approved (RNP 4 in Gander OCA) 3 FMS (input from 3 IRS and 3 GPS)
Formally  Each LRNS must be capable of providing to the flight crew a
(MNPS continuous indication of the aircraft position relative to desired track.
 It is also highly desirable that the navigation system employed for the
Airspace) provision of steering guidance is capable of being coupled to the
autopilot.
RVSM Limits:  Altimeters check should be
FL290- FL 410 performed before flight. Should read
RVSM Requirements within 75 feet of airport elevation
 Two independent operational primary altimeter systems once QNH is set.
RVSM  One automatic altitude control system  During flight both altimeters should
 One altitude alerting device. agree within 200 feet of each other.
Cross check be made after each 60
min between the two.

DLM Air Space

Only aircraft with functioning CPDLC and ADS-C can operate in DLM Air DLM air space is FL 350-FL390 in
(Data Link space. complete NAT OCAs.
Mandate)
 OTS (Organized Track System)
 Random Routes Blue Spruce are along Green land offering
Types Of Routes  Special Routes (Tango Routes) VHF and short range nav coverage
 Blue spruce
 Designed trough collaborate Decision Making (Jet Stream, Weather)
OTS  Defined Twice a day morning west bound, evening east bound. OTS routes are named through TMI
 Peak timings are 0100-0800 UTC for westward traffic crossing 30 deg (Track message identification). TMI is
(Organized west and for eastbound the same longitude is crossed maximum characterized by no of yearly day starting
Track System) between 1130 to 1900 UTC from 1 to 365.
 East bound published by Gander, West bound Shan wick.
In item 10: For G450 Item 10:
 “X” is inserted for NAT HLA (MNPS) SBDE2E3FGHIJ4J5RWXYZ / LB1D1
Flight Plan  “W “for RVSM “ For G450 Item 18:
PBN / A1B1C1D1L1O1S2 SUR / 260B
 An aircraft can avail SLOP after
SLOP Mandatory for aircrafts having automatic offset control. oceanic entry and must come back
Aircrew has three options to fly a route. on track before oceanic exit.
(Strategic 1. Maintain its track.  No permission is required from OCA
Lateral Offset 2. Turn right of track by 1 Nm and fly parallel for this offset.
Procedure) 3. Turn right of track by 2 Nm and fly parallel  Position reports are made of cleared
route not offset route.
Mach no technique is used to maintain Longitudinal separation.  Accurate time is mandatory.
Longitudinal  All to maintain true Mach No even during climb or descend. Frequency for noting accurate time:-
Separations  Longitudinal separation is 10 mints difference in ETAs. 2500, 5000, 10,000, 15,000 and 20,000
 Notify ATC if ETA change by 3 mints kHz
 Maintain assigned squawk till entry point of oceanic control area.
 After entering oceanic area maintain last assigned code till 30 minutes then set squawk 2000.
Transponder  After exiting oceanic area wait for ATC to give you assigned code and then change from 2000 to assigned code.
Operations  Reykjavik, maintain the squawk till all the way and not change to 2000. As more than 50 percent area is Radar
covered.
 Special codes in case of emergency.7500,7600,7700.
 Communication is done on HF and Data link (CPDLC).
 In Shanwick OCA carriage of HF frequency is mandatory.
Communication  24 frequencies of 6 families(less than 6 MHz are utilized at night and frequencies of greater than 5 MHz during the
day)
Procedures  Each aircraft is assigned a primary and secondary frequency.
 Announce frequency once giving call.
 Monitor HF frequencies unless SELCAL is installed and mentioned in the flight plan
 It is mandatory to select and monitor 121.5 mhz and 123.45 mhz in NAT HLA.
  Pilots should request their Oceanic Clearance at least 40 minutes prior
to the Oceanic entry point ETA except when entering the Reykjavik
Oceanic clearance includes
area then the clearance should be requested 20 minutes before the
 Cleared limit that is destination
Oceanic entry point ETA
Oceanic airfield or NAT HLA exit point
 If no clearance is obtained till oceanic entry point is reached, then
 cleared track
Clearance aircraft will maintain last speed and level and enter the NAT airspace
 cleared level
and wait till clearance is given. This procedure holds good for all
 cleared Mach no
OCA’s except Shanwick, in Shanwick OCA aircraft will not enter the
airspace and hold as per ATC instructions unless clearance is
obtained

NAT HLA INFLIGHT CONTINGENCIES

Two and one LRNS fails prior to One LRNS system fails after Both LRNS fail inside NAT HLA:
entry: entry :  Immediately notify ATC.
 Land at an airfield before the  Assess and exercise best  Maintain special look-out for
oceanic boundary or return to judgment conflicting aircraft visually and on
the departure airfield.  Contact ATC. TCAS.
NAV Equipment  Continue on one of the special  Obtain re-clearance prior to  Make maximum use of external
Failure Routes. any deviation. lights.
 Obtain a re-clearance above or  Attempting visual sighting of  If no instructions are received from
below NAT HLA. other aircraft or their contrails ATC within a reasonable period:
to provide track indication, consider climbing/descending 500ft.
 Ask control area for  Broadcast action on 121.5 MHz,
information on aircraft in Inter pilot 123.45 and advise ATC as
vicinity. soon as possible.
 SSR CODE select 7600
 Use SATCOM
 Use 121.5 / 123.45
 Try to contact other HF Frequency
HF Comm Before receiving an Oceanic Equipment Failure or Blackout after Blackout encountered (in an HF
Clearance:- receiving an Oceanic Clearance:- comms Domestic ATC
Failure  Divert or fly the Flight Plan route,  Fly that clearance to landfall. environment) before receiving an
speed and initial planned In all cases, after landfall rejoin, or Oceanic Clearance:-
oceanic level to landfall. continue on, the flight planned route,  Continue at Domestic cleared
using appropriate State AIP specified level and follow flight planned
procedures for the domestic airspace route and speed to landfall.
entered.
Due to Met conditions, aircraft performance or pressurization failure.
 In general, fly at a FL and on an offset track to reduce the encounters.
 Get a revised clearance whenever possible, prior to initiating any action.
 Mayday or Pan Pan preferably spoken three times.
 Advise ATC as soon as practicable (along with type of aircraft and the nature problem).
 Leave the route by initially turning at least 30 degrees to the right or left.
 After Turning get offset by 5 NM and get parallel to track.
Unable To  Alert nearby aircraft by broadcasting, at suitable intervals on 121.5 MHz, 123.45 MHz (backup), on frequency in
use.
Maintain  Watch out for conflicting traffic both visually and by reference to ACAS.
Clearance  Turn on all aircraft exterior lights.
 Keep the SSR Transponder ON at all times.
Unable to maintain FL: Able to maintain FL:
 Minimize rate of descent initially (as much as feasible).  After a deviation of 5 NM
 Descend below FL 290.  Change level which differs from those normally
 Change lvl that differs from those normally used by: used by:
 500 ft if below FL410  500 ft if below FL410
 1000 ft if above FL410
Only in the event that a revised ATC clearance has not been obtained Easterly Route(000-179 deg)
this procedure is followed Left descend Right climb by 300ft
 If possible, deviate away from the OTS
 Establish communications with and alert nearby aircraft Westerly Route(180-359 deg)
Weather broadcasting, at suitable intervals Left climb Right descend by 300ft
 Watch for conflicting traffic both visually and by reference to
Deviation ACAS/TCAS (if equipped);
 Turn on all aircraft exterior lights. Towards north always descend and
 For deviations of less than 5 NM, aircraft should remain at the towards south climb
level assigned by ATC;
 For deviations of greater than 5 NM, when the aircraft is
approximately 10 NM from track, initiate a level change of 300 ft.
 SLOP is mandatory.
 After PBCS (Performance Based Communication and Surveillance), RLAT(Reduced lateral separation minima)
which was initially reduced from 60 to 30 Nm is further reduced to 25 NM but ASEPS (Advanced Surv
New Changes Enhanced Procedural Separation) should be enforced for it.
 TCAS is compulsory.
 ICAO FL (even,odd) can be negated in NAT airspace.