International
Flight Operations and Procedures            

_ Request Clearance | Misc Message | North Atlantic Crossing | Gander OCA | Shanwick OCA | Pre-Departure Checks | Importance of      Accutate Time | Obtaining an Oceanic Clearance | RVSM Altimeter Check | SELCAL Checks | MET Reports | Two Minute Check | OCA Waypoints | Revising Waypoint Estimates | Transponder | Ten Minute Check | Departing Near MNPS Airspace | Bodand OCA | Recommended Phraseology | Requesting Clearance | Readback via NAT Track | Readback via Random Track | Initial SELCAL CHECK | Standard Position Reports |  Position Report Requiring MET Report | Position Report at 40 West | Revising a Position Estimate | Requesting and Altitude Change | Reporting a New Altitude

Metric Conversion Table | General Declaration | North Atlantic International Operations Manual

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Communications Procedures

REQUEST CLEARANCE index To request a change in Mach Number, or route, when a position report message is not appropriate: - "Request Clearance" - Flight Identification (When using HF also state frequency) - Requested Mach Number, Flight Level or Route - Further information (or clarifying remarks) In conjunction with a routine position report, to request a change of Mach Number, Flight Level or Route, and to request Westbound Oceanic Clearance prior to entering Reykjavik, Santa Maria and Shanwick OCA's -" Request Clearance" - Flight Identification (When using HF also state frequency) - Present or last reported Position - Time over present or last reported position (Hours and Minutes) - Present Flight Level - Next position, waypoint, fix on assigned route, or OCA Entry Point - Estimated time for next waypoint, fix or OCA Entry Point - Next subsequent waypoint or fix - Requested Mach Number, Flight Level or Route - Any further information (or clarifying remarks) MISC MESSAGE index To pass information or make a request in plain language that does not conform with the content of other message format. No message designator is required as this will be inserted by the ground station: - Flight Identification (When using HF also state frequency) - General information or request in plain language and format free.

NORTH ATLANTIC CROSSING CLEARANCE PROCEDURES AND FREQUENCIES index Oceanic Clearances are obtained via VHF clearance delivery frequencies when in coverage; HF through the appropriate radio station (at least 40 minutes before the boundary estimate); a request via domestic or other ATC agencies. Aircraft encountering enroute to the NAT oceanic airspace a criticial inflight equipment failure must advise ATC at initial contact when requesting Oceanic Clearance. Any Estimate found to be in error by 3 minutes or more for the Oceanic Boundary originally given at the time of initial contact with ATC/OCA must be passed on to ATC. Should the Oceanic Clearance original flight level differ from the current flight level, a domestic reclearance must be obtained Pilots should always endeavour to obtain Oceanic Clearance prior to entering these other NAT OCAs; however if any difficulty is encountered the pilot should not hold while awaiting Clearance unless so directed by ATC. Abreviated Clearances An abbreviated clearance is only issued when clearing an aircraft to fly along the whole length of an organized track. In all other circumstances full details of the cleared route will be given. \ The Track Message Identification (TMI) number should be in the read back of the Oceanic Clearance: "EV1128 is cleared to EDFH via Track Xray 121 from Vixen , maintain Flight Level Three Five Zero, Mach Decimal Eight Four". If the TMI number is included in the read back there is no requirement to read back the NAT Track coordinates even if the cleared NAT track is not the one which was originally requested.

GANDER OCA index Oceanic Clearance Delivery (OCD) procedures are in effect daily from 2330/0730 UTC for Eastbound Flights (including datalink equipped aircraft) operating above FL 280 that enter the Gander Domestic FIR/CTA. Clearance Delivery frequencies will be published daily in the remarks section on the Eastbound NAT Track Message. Pilots are to contact "Gander Clearance Delivery" on  the frequency for the track/route as per the NAT Track Message to which the aircraft is proceeding. Contact  Clearance Delivery within 200 NM of the specified Clearance Delivery frequency location. If contact cannot be established, advise ATC on the assigned sector control frequency. The following frequencies and frequency locations will normally be used: 135.45 - NATASHQUAN (CYNA) N50 11 W061 47) 128.45 - ST. PIERRE (N46 45 W056 10) 128.70 - CHURCHILL FALLS (CZUM) (N53 35 W064 14) 135.05 - STEPHENVILLE (N48 34 W058 40) 119.42 - SYDNEY (N46 09 W060 03)   Example of a Gander Track Message: (NAT-TRACKS FLS 300/400 INCLUSIVE SEP 08/0100Z TO SEP 08/080OZ NAT-T DOTTY CRONO 52/50 54/50 55/30 56/20 PIKIL MIMKU TADEX EAST LVLS 320 330 340 350 360 370 380 390 400 WEST LVLS NIL EUR RTS EAST EHAM E223A EDDF E223A EDDM 2223A EHAM E225A EDDF E225A EDDM E225A NAR N111B N113B N115B- REMARKS: 1. TRACK MESSAGE IDENTIFICATION NUMBER IS 251 AND OPERATORS ARE REMINDED TO INCLUDE THE TMI NUMBER AS PART OF THE OCEANIC CLEARANCE READ BACK. 2. 80 PERCENT OF GROSS NAVIGATIONAL ERRORS RESULT FROM POOR COCKPIT PROCEDURES. ALWAYS CARRY OUT PROPER WAYPOINT CHECKS. 3. NAT EASTBOUND FLIGHT PLANNING RESTRICTIONS IN FORCE REFER TO EGGX G0344/04.) Communications (a) All flights operating in the Gander OCA should report on international air-to-ground frequencies. (b) In addition to maintaining a listening watch on the appropriate enroute frequency, flights are to establish and maintain communications with Gander, Moncton or Montreal (Igaluit) as soon as possible in accordance with the following. The first two frequencies are primary: (i) When at or above FL 290 and within 200 NM of: (A) Torbay (YYT) VORDME - 132.05, 134.70 for coastal fixes BOBTU to YYT; (B) Gander (YQX) VORTAC - 133.90, 125.90, 132.60 for coastal fixes CYMON to VIXUN; (C) St. Anthony (YAY) VORDME - 134.30, 128.60 for coastal fixes DOTTY to CARPE; (D) Goose Bay (YYR) VORDME - 133.42, 132.40 for coastal fixes OYSTR and SCROD; (E) Hopedale (HO) NDB - 128.32 for coastal fixes LOACH to MOATT; (F) Wabush (YWK) VORDME - 134.00; (G) Sept-Iles (YZV) VOR / (UZV) TACAN - 126.32; (H) Grindstone (YGR) VORDME - 132.80; (1) Sydney (YQY) VORTAC - 132.75, 133.70, 133.30 or 125.25; (ii) When below FL 280 and within 150 NM of: (A) Torbay (YYT) VORDME - 133.15 for coastal fixes BOBTU to VIXUN; (B) Gander (YQX) VORTAC - 132.10 for coastal fixes CYMON to YQX; (C) St. Anthony (YAY) VORDME - 133.00 for coastal fixes DOTTY to CARPE; (D) Hopedale (HO) NDB - 135.40 for coastal fixes LOACH to MOATT; (E) St. Pierre (SP) NDB - 134.90; (F) Stephenville (YJT) VORDME - 132.30; (G) Goose Bay (YYR) VORDME - 120.40 for coastal fixes OYSTR and SCROD.

SHANWICK OCA index Oceanic Clearance (Westbound): Aircraft operating within the UK FIR/UIR and the northern part of the France UIR should request Oceanic Clearance from "Shanwick Oceanic" on VHF (VHF coverage depicted on chart). UK departures are to request clearance as soon as possible after departure. Aircraft overflying the UK FIR/UIR and the northern part of the France UIR are to request clearance when they consider that they are within the specified VHF coverage. Aircraft other than Jet should request clearance at least 40 minutes before the ETA for the OCA entry point. Departures from Belfast, Edinburgh, Londonderry/Eglinton or more generally airports close to Shanwick OCA boundary with entry points between BEDRA and ATSIX (N60 W010) should contact respective local ATC (Glasgow & Prestwick departures to contact Shanwick Oceanic directly) prior to departure for Oceanic Clearance at least 30 minutes but not more than 90 minutes prior to the OCA boundary with the following exceptions: - departures from Shannon FIR aerodromes flight planned to enter Shanwick North of GOMUP or South of BEDRA request clearance when airborne - departures from Belfast and Londonderry/Eglinton flight planned to enter Shanwick North of BALIX or South of BEDRA request clearance when airborne - departures from Glasgow, Prestwick and Edinburgh flight planned to enter Shanwick North of ERAKA or South of VENER request clearance when airborne - other departures from Scottish FIR aerodromes flight planned to enter Shanwick South of VENER request clearance when airborne - other departures from Scottish FIR aerodromes where ATC is not provided should request clearance directly from Shanwick, using ORCA or HF RTF. Pilots may request prior to or after departure, and should be guided by the requirement to request Oceanic Clearance not more than 90 minutes , but not less than 30 minutes prior to the Oceanic boundary.

PRE-DEPARTURE CHECKS index After the flight plans, weather, notams and track message are received, check the filed route on the flight plan tdetermine if it has been filed on an organized track. If so, two things should be accomplished. First, check the validity times on the track message to insure you have received a current message. Second, compare the filed routing on the flight plan to insure it matches the routing as published in the track message. During the cockpit setup, set the altimeters to local station pressure and insure that both altimeters read within 75' of airport elevation and are within 50' of each other. IMPORTANCE OF ACCURATE TIME index Errors between the aircraft clocks and actual UTC can result is less than required longitudinal separation between aircraft. Therefore, prior to entering any NAT MNPS airspace, a time check must be performed and if necessary, a resynchronization of the aircraft clocks be accomplished. OBTAINING AN OCEANIC CLEARANCE  index It is recommended that the clearance be obtained at least 40 minutes prior tthe oceanic entry point. Contact the OAC (Oceanic Area Control Center) and forward the Entry Point ETA, Requested Flight Level, and Cruising Mach Number. Record the oceanic clearance and check it against the filed route on the flight plan and that entered in the GPS. It is recommended that you write the clearance down as opposed to checking it against what is filed on the flight plan as you receive it. This will help to eliminate the chance of error. It is alsro recommended that both pilots monitor the clearance delivery frequency tinsure accuracy. RVSM ALTIMETER CHECK index Prior to entering RVSM airspace check and record (on the Navigation Data Sheet), the indicated altitude on the Captain's and First Officer's altimeters in both CADC and standby. This check should be accomplished shortly before entering RVSM airspace. It is a requirement that the altimeters agree within plus or minus 200' of each other, otherwise entry into RVSM airspace is not permitted.   SELCAL CHECKS index When HF frequencies (primary and alternate) are assigned, obtain a SELCAL check to insure the equipment is working properly. Once a successful SELCAL check has been received, it is important to insure that one SELCAL receiver is selected, the HF radio tuned to the primary frequency and the other selected to the secondary frequency. MET REPORTS index Meteorological reports are not required on an organized tack unless requested by the OAC. On random tracks, MET reports are required for each reporting point. The report will contain the outside air temperature, wind direction and speed. A midpoint observation will be recorded then transmitted at the next designated reporting point.  TWO MINUTE CHECK index Approximately twminutes prior teach OCA (Oceanic Control Area) waypoint, an accuracy check of the next waypoint must be made. OCA WAYPOINTS index After passing each waypoint, record the Actual Time of Arrival and the Fuel Remaining on the flight plan. Then write the adjusted ETA for the next waypoint if needed.   REVISING WAYPOINT ESTIMATES index It will be necessary tforward a "revised estimate" for the next waypoint to the OAC if new estimate is 3 minutes or greater than the previously reported ETA. OPERATION OF TRANSPONDERS index Unless otherwise directed by ATC, 30 minutes after entry into NAT airspace, change the squawk code to 2000. This procedure does not affect the use of special purpose codes (7500, 7600 and 7700), and while operating throughout the Reykjavik OCA.   10 MINUTE CHECK index A position check and present position plot is made approximately 10 minutes after passing each waypoint. The purpose of this is to insure that the autopilot is operating on the assigned route, and to once again verify that an error has not been made in the waypoint entries.  It is common practice to create the waypoint on a cardinal degree of longitude to simplify plotting the aircraft's position. However, caution should be used with this method if that position falls outside the 10 minute timeframe.   DEPARTING AIRPORTS NEAR MNPS AIRSPACE (i.e. GANDER, SHANNON... etc.) index There are some differences when departing airports directly into MNPS airspace. At these airports, you will receive your oceanic clearance and HF frequency assignment from clearance delivery, or ground control if clearance delivery is not available. After completing your cockpit setup and the required checks, it is recommended that you complete as much of the Navigation Data Sheet as possible and plot your course on North Atlantic Plotting Chart. In most cases you should be able to accomplish the SELCAL check while on the ground as well. Completing the above items will greatly reduce the initial workload after departure. It must be stressed, DO NOT attempt to complete the SELCAL check on the HF radios if the aircraft is being fueled. Finally, complete the airborne altimeter check and GPS accuracy check as soon as possible after departure.    BODAND REYKJAVIK OCA index When transiting BODOCA westbound, there are slight differences for obtaining the oceanic will clearance. BODOceanic Control issue oceanic clearances for the entire track through Bodand Reykjavik OCA's. To obtain the oceanic clearance, contact BodOceanic Control on VHF 127.725 not later than 10 minutes prior tentering BodOCA, or BodRadion BY NAT "Family" D not later than 30 minutes prior. The NAT "D" BF frequencies can be found on the Atlantic Orientation Charts AT (H/L) 1. A SELCAL check is mandatory. Retain the assigned transponder code while transiting Bodand Reykjavic OCA's unless advised otherwise. The final difference when operating in these areas is position reporting. Normal position reports are required until you enter, and after you exit the Reykjavik ACC. Reykjavik ACC has radar coverage in its south-eastern part. It should alsbe stated that aircraft position plotting is not required once you are under radar control. Once you are advised that radar service has been terminated, normal position plotting should be continued. RECOMMENDED OCEANIC PHRASEOLOGY  index The following are examples of standard oceanic phraseology recommended by the North Atlantic Systems Planning Group of ICAO.   REQUESTING OCEANIC CLEARANCE  index "Gander Oceanic, ABC 470 request oceanic clearance. Estimating Loach at one-eight-four-five. Request flight level three six zero, Mach decimal eight four ." CLEARANCE READBACK VIA ORGANIZED NAT TRACK index "ABC 470 cleared via Track X, flight level three six zero, Mach decimal eight four. TMI number 18." CLEARANCE READBACK VIA RANDOM TRACK index "ABC 470 cleared via Loach, 56 North 050 West, 57 North 040 West, 57 North 030 West, 54 North 020 West, Korib, flight level three six zero, Mach decimal eight four. " INITIAL SELCAL CHECK index (Probably prior to a position report) "Gander, Gander, ABC 470 on 5594. "ABC 470, Gander Radio go ahead." "ABC 470 request SELCAL check Alpha-Mike-Lima-Golf." AFTER SUCCESSFUL SELCAL CHECK "ABC 470, SELCAL checks OK. "   STANDARD POSITION REPORT  index (INITIAL CONTACT ON HF OR SWITCHING FROM i.e. SHANWICK TO GANDER) "Gander, Gander, ABC 470 position on 5594." "ABC 470, Gander, go ahead." "ABC 470, 57 North 050 West at 1935, flight level three six zero. Estimating 57 North 040 West at 2022. 56 North 030 West next. Request SELCAL check Alpha Mike-Lima-Golf. Go Ahead. " POSITION REPORT REQUIRING (MET) REPORT  index "Gander, ABC 470 position. " "ABC 470, Gander, go ahead." "ABC 470, 56 North 040 West at 1935, flight level three six zero. Estimating 56 North 030 West at 2027. 55 North 020 West next. Minus 54, 270 diagonal198. At 5606 North 45 West, minus 53, 250 diagonal177. GO Ahead " (use of the term "diagonal" separates the wind direction and speed) POSITION REPORT AT 40 WEST  index (Eastbound) AND 20 WEST (Westbound) "Gander copy Shanwick, ABC 470 position." (eastbound) "Shanwick copy Gander, ABC 470 position. (westbound) (The remainder of the position report stays the same) REVISING A POSITION ESTIMATE  index "Shanwick, ABC 470" "ABC 470, Shanwick, go ahead." "Revised estimate, ABC 470, 53North 020 West at 1545." REQUESTING AN ALTITUDE CHANGE index  "Shanwick, ABC 470. " "ABC 470, Shanwick, go ahead." "ABC 470, request flight level three eight zero." "ABC 470 requesting flight level three eight zero, stand by." "ATC clears ABC 470 to climb and maintain flight level three eight zero. Report leaving flight level three six zero and reaching flight level three eight zero."  Read back: "ABC 470 leaving flight level three six zero to maintain flight level three eight zero. Report reaching. " REPORTING NEW ALTITUDE index "Shanwick, ABC 470. " "ABC 470, Shanwick, go ahead." "ABC 470 level flight level three eight zero."