RAC - 11.0 NORTH ATLANTIC OPERATIONS

• 11.1 Regulation Reference Documents and Guidance Material

  11.1.1 Regulation

  The Canadian Aviation Regulation (CAR) 602.38 – Flight Over the High Seas, requires pilots of Canadian aircraft, when flying over the high seas, to comply with the applicable Rules of the Air set out in ICAO Annex 2, and with the applicable Regional Supplementary Procedures set out in ICAO, Doc 7030/4.

  11.1.2 NAT Documents and Guidance Material

  (a) The following documents and guidance material are applicable to operations in the North Atlantic (NAT) Region:

  (i) ICAO, Annex 2-Rules of the Air;

  (ii) ICAO, Annex 11-Air Traffic Services;

  (iii) ICAO, Doc 7030-Regional Supplementary Procedures (NAT);

  (iv) ICAO, Doc 4444-Procedures for Air Navigation Services - Air Traffic Management (PANS-ATM);

  (v) ICAO, NAT Doc 001-Guidance and Information Material Concerning Air Navigation in the North Atlantic Region;

  (vi) North Atlantic MNPS Airspace Operations Manual;

  (vii) North Atlantic International General Aviation Operations Manual;

  (viii) Gander Data link Oceanic Clearance Delivery (OCD) Crew Procedures; and

  (ix) Guidance Material for ATS Data Link Services in North Atlantic Airspace

  (b) Those documents listed under RAC 11.1.2(a)(v) to (vii) are available from the North Atlantic Programme Coordination Office Website at <www.nat-pco.org>.

  (c) The North Atlantic International General Aviation Operations Manual is available to all operators from:

  Transport Canada Safety and Security
  Regional Manager, General Aviation
  P.O. Box 42
  Moncton NB E1C 8K6

   

  Tel.: 506 851-7131
  Fax: 506 851-2563

    11.2 General Aviation Aircraft

  CAR 602.39 – Transoceanic Flight, specifies the following:

  602.39

  No pilot-in-command of a single-engined aircraft, or of a multi-engined aircraft that would be unable to maintain flight in the event of the failure of any engine, shall commence a flight that will leave Canadian Domestic Airspace and enter airspace over the high seas unless

  (a) the pilot-in-command holds a pilot licence endorsed with an instrument rating;

  (b) the aircraft is equipped with

  (i) the equipment referred to in section 605.18,

  (ii) a high frequency radio capable of transmitting and receiving on a minimum of two appropriate international air-ground general purpose frequencies, and

  (iii) hypothermia protection for each person on board; and

  (c) the aircraft carries sufficient fuel to meet the requirements of section 602.88 and, in addition, carries contingency fuel equal to at least 10 per cent of the fuel required pursuant to section 602.88 to complete the flight to the aerodrome of destination.

    11.3 North American Routes

  (a) The North American Routes (NAR) System interfaces with the NAT oceanic and domestic airspace, and is used by air traffic transiting the North Atlantic. NARs extend to/from established oceanic coastal fixes to major airports throughout Canada and the United States.

  (b) NAR procedures and routes are published in the Canada Flight Supplement (CFS), Planning Section and in the Airport Facility Directory – Northeast (FAA).

  Figure 11.1 – Gander Oceanic Control Area

  

  

    11.4 NAT Organized Track System

  (a) Organized tracks are formulated and published in a NAT Track Message via AFTN to all interested operators. The day-time structure is published by Shanwick Area Control Centre (ACC) and the night-time structure by Gander ACC. The hours of validity of the two Organized Track Systems (OTS) are normally:

  (i) day-time OTS – 1130 – 1900 UTC at 30˚W

  (ii) night-time OTS – 0100 – 0800 UTC at 30˚W

  The hours of validity are specified in the track message.

  (b) The most northerly track of a day OTS is designated as NAT Track Alpha; the adjacent track to the south, as NAT Track Bravo; etc. For the night OTS, the most southerly track is designated as Track Zulu; the adjacent track to the north, as Track Yankee; etc. Flight levels are allocated for use within the OTS and, in most cases, details of domestic entry and exit routings associated with individual tracks are provided in the NAT Track Message.

  (c) To permit an orderly change-over between successive OTS, a period of several hours is interposed between the termination of one system and the commencement of the next. During these periods, operators are expected to file random routes or use the co-ordinates of a track in the system about to come into effect.

  (d) Eastbound traffic crossing 30˚W at 1030 UTC or later and westbound traffic crossing 30˚W at 0000 UTC or later should plan to avoid the OTS.

    11.5 Flight Rules

  (a) Over the high seas, the lower limit of all NAT Oceanic Control Areas (OCA) is FL55 with no upper limit. Throughout the NAT Region, airspace at and above FL55 is Class A controlled airspace, and below FL55 is Class G uncontrolled airspace.

  (b) Flights shall be conducted in accordance with the instrument flight rules (even when not operating in instrument meteorological conditions (IMC) when operated at or above FL60.

  (c) Air traffic control (ATC) clearances to climb or descend maintaining one’s own separation while operating in visual meteorological conditions (VMC) shall not be issued.

    11.6 Flight Planning Procedures

  11.6.1 Routes

  1. Flights conducted wholly or partially outside the OTS shall be planned along great circle tracks joining successive significant points.
  2. For flights operating predominately in an east–west direction:
     1. south of 70˚N, the planned tracks shall be defined by significant points formed by the intersection of half or whole degrees of latitude at each 10˚ of longitude (60˚W, 50˚W, 40˚W). For flights operating north of 70˚N, significant points are defined by the parallels of latitude expressed in degrees and minutes with longitudes at 20˚ intervals;
     2. the distance between significant points shall, as far as possible, not exceed one hour of flight time. Additional significant points should be established when required because of aircraft speed or the angle at which meridians are crossed. When the flight time between successive significant points is less than 30 min one of the points may be omitted.
  3. For eastbound NAT flights planning to operate on the OTS, the second and third route options should be indicated at the end of Item 18 of the flight plan. Those operators who do not have the capability to provide this information in Item 18 of the flight plan should send the information by separate AFTN message to Gander ACC (CYQXZQZX).
  4. For flights planning to operate within the OTS from the entry point into oceanic airspace to the exit point as detailed in the daily NAT track message, the track shall be defined in Item 15 of the flight plan by the abbreviation “NAT” followed by the Code letter assigned to the track.
  5. For eastbound NAT flights planning to operate on the OTS, the second and third route options should be indicated at the end of Item 18 of the flight plan. Those operators who do not have the capability to provide this information in Item 18 of the flight plan should send the information by separate aeronautical fixed communications network (AFTN) message to Gander area control centre (ACC) (CYQXZQZX).
     
     Examples
     1. RMKS/ … O2.X370 O3.V350 (Option 2 is Track X at FL370; Option 3 is Track V at FL350)
     
     2. RMKS/ … O2.RS390 O3.Z370 (Option 2 is random track south at FL390; Option 3 is Track Z at FL370)
     
     NOTE: In the preceding examples, Options 2 and 3 are indicated by the letter “O” and not the number zero.
     
     
  6. ATS requires flights entering or exiting the Gander OCA to flight plan in accordance with the published North Atlantic organized track system (NAT OTS) or, if entering or exiting by way of N53° W050° and south, via the following oceanic entry points (OEP) and associated 50° west coordinates:

  OEP	50° west coordinate	OEP	50° west coordinate
  HECKK	N53° W050°	NOVEP	N48° W050°
  CRONO	N52° W050°	RONPO	N47° W050°
  DENDU	N51° W050°	URTAK	N46° W050°
  KOBEV	N50° W050°	VODOR	N45° W050°
  LOGSU	N49° W050°

  These OEPs are compulsory reporting points for westbound flights only. Eastbound flights are not required to provide a position report unless requested by ATC.

  ATS requires flights entering or exiting the New York OCA through CDA to flight plan over NOVOK, JEBBY, or BOBTU, or via ELERI or MUSPO if arriving at or departing from Halifax airport (CYHZ). Eastbound flights that exit the New York OCA via CDA and subsequently enter the Gander OCA are required to flight plan in accordance with the published NAT OTS or over an OEP and associated 50° west coordinate, as provided in the table above.

  Flights exiting the New York OCA via BOBTU should contact Gander ACC five minutes prior to BOBTU on frequency 134.7 MHz. Operators should be aware that if the NAT OTS includes tracks that are at or south of BANCS URTAK N46° W050° (or N46° W050° URTAK BANCS), then optimal flight levels and routes may not be available.

  (g) Pilots of potential non-stop westbound flights may submit a flight plan to any suitable aeronautical radio facility or designated intersection east of 70˚W. The route and altitude to any of the approved regular or alternate aerodromes may be specified. Prior to reaching the flight planned fix or clearance limit, the pilot, after assessing the onward flight conditions, will advise ATC of the intended destination and request an ATC clearance accordingly. If flight to the airport of destination is undesirable, the pilot will request an appropriate ATC clearance to the alternate airport. If an onward ATC clearance from the fix designated in the flight plan is not obtained by the time the fix is reached, the pilot must proceed towards the alternate airport in accordance with the flight plan and amendments thereto.
  
  h) ATS system parameters require all westbound flights transiting from the Gander OCA to the Montreal FIR/CTA to flight plan via 60° W, followed by both a boundary reporting point and then one of the following inland reporting points: LAKES, LOPVI, RODBO, JELCO, FEDDY, TEFFO, RUDGA, YFB.

  11.6.2 Airspeed

  True airspeed (TAS) or Mach number is to be entered in Item 15 of the flight plan.

  

    11.6.3 Altitude

  (a) The planned cruising level(s) for the oceanic portion of the flight to be included in Item 15 of the flight plan.

  NOTE: Flights planning to operate wholly or partly outside the OTS should indicate in a flight plan the cruising level(s) appropriate to direction of flight except that, within the Gander/Shanwick OCAs and the Reykjavik CTA, during the westbound OTS (valid from 1130 to 1900 UTC at 30˚W) westbound aircraft may flight plan FL310 or FL330 and during the eastbound OTS (valid from 0100 to 0800 UTC at 30˚W) eastbound aircraft may file a flight plan at FL360 or FL380.

  (b) For flight level allocations applicable to reduced vertical separation minimum (RVSM) refer to subparagraph RAC 11.23.3.

  (c) Requests for a suitable alternative flight level may be indicated in Item 18 of the flight plan.

  11.6.4 Estimated Times

  (a) For flights operating on the OTS, the accumulated elapsed time only to the first oceanic flight information region (FIR) boundary are to be entered in Item 18 of the flight plan.

  (b) For flights operating wholly or partly on the OTS, accumulated estimated times to significant points en route (EST) are to be entered in Item 18 of the flight plan.

  11.6.5 Aircraft Approval Status and Registration

  (a) For flights certified as being in compliance with minimum navigation performance specifications (MNPS) and intending to operate wholly or partly in MNPS airspace, the approval status (MNPS) shall be indicated in Item 10 by entering the letter “X”. It is the pilots’ responsibility to ensure that specific approval has been given for MNPS operations.

  (b) For flights certified as being in compliance with Reduced Vertical Separation Minimum (RVSM) Minimum Aircraft System Performance Specification (MASPS) and intending to operate wholly or partly at RVSM designated altitudes, the approval status (RVSM) shall be indicated in Item 10 by entering the letter “W”. It is the pilots’ responsibility to ensure that specific approval has been given for RVSM operations.

  (c) For those aircraft being in compliance with both MNPS and RVSM, the letters “X” and “W” shall be entered in Item 10.

  (d) If the aircraft registration is not included in Item 7, the registration shall be indicated in Item 18.

  11.6.6 Height Monitoring Unit (HMU)

  Aircraft for HMU monitoring shall include in Item 18 of the flight plan the aircraft registration (if not included in Item 7) and the remarks “RMK/HMU FLT STU.

  11.6.7 Filing

  (a) NAT operators are to forward all flight plans for eastbound NAT flights to those Canadian ACCs in which the flight will traverse their FIR/CTAs. These flight plans are to include the Estimated Enroute Time (EET) for each CTA boundary in Item 18 of the flight plan. The AFTN address for Canadian ACCs are:

  AFTN Address	Canadian ACCs	AFTN Address	Canadian ACCs
  CZQXZQZX	Gander	CZWGZQZX	Winnipeg
  CZQMZQZX	Moncton	CZEGZQZX	Edmonton
  CZULZQZX	Montréal	CZVRZQZX	Vancouver
  CZYZZQZX	Toronto

  (b) Flight plans for flights departing from points within adjacent regions and entering the NAT Region without intermediate stops should be submitted at least 3 hours prior to departure.

  (c) Where possible, operators are to file eastbound NAT flight plans at least 4 hours prior to the ETA at the coast-out fix specified in the flight plan.

  

    11.7 Preferred Routes Messages

  (a) NAT operators are to send Preferred Routes Messages (PRM) for eastbound and westbound flights to the following:

  – EGGXZOZX (Shanwick ACC)

  – EGTTZDZE (London Flow Management Unit)

  – KCFCZDZX (FAA Air Traffic Control System Command Centre)

  – KZNYZRZX (New York ARTCC)

  – BIRDZQZX (Reykjavik ACC)

  – LPPOZOZX (Santa Maria ACC)

  – CZQXZQZX (Gander ACC)

  – CZQMZQZX (Moncton ACC)

  – CZULZQZX (Montréal ACC)

  – CYHQZDZX (Canadian Air Traffic Management Unit)

  (b) The following format is to be used for westbound PRMs:

  [PRIORITY] [DEST ADDRESS] [DEST ADDRESS] ---

  [DATE TIME OF ORIGIN] [ORIGIN ADDRESS]

  [MESSAGE TYPE]-[COMPANY]-[WB]-[YYMMDD AT 30W]-

  [(DEP/DEST)(FIRST UK POINT)(ANCHOR POINT) (OCA RPS)

  (LANDFALL)(INLAND FIX)(NUMBER OF FLT 01-99)]

  NOTE: If there is no Inland Navigation Fix (INF), the latitude crossing 80˚W is to be used.

  Example:

  FF EGGXZOZX EGTTZDZE CZQXZQZX CZQMZQZX CZULZQZX CYHQZDZX KCFCZDZX KZNYZRZX BIRDZQZK LPPOZOZX 111824 LSZHSWRW PRM-SWR-W-930212-LSZH/KJFK BNE BEL 55/10 56/20 57/30 55/40 53/50 YAY TOPPS 02 LSZH/KIAD BNE BURAK 53/15 53/20 52/30 51/40 50/50 YQX TUSKY 01

  (c) The following format is to be used for eastbound PRMs:

  [PRIORITY] [DEST ADDRESS] [DEST ADDRESS] -----

  [DATE TIME OF ORIGIN] [ORIGIN ADDRESS]

  [MESSAGE TYPE]-[COMPANY]-[EB]-[YYMMDD AT 30W]-

  [(DEP/DEST)(INLAND FIX)(ANCHOR POINT)(OCA RPS)

  (LANDFALL)(LAST UK POINT)(NUMBER OF FLT 01-99)]

  NOTE: If there is no INF, the latitude crossing 80˚W is to be used.

  Example:

  FF EGGXZOZX EGTTZDZE CZQXZQZX CZQMZQZX CZULZQZX CYHQZDZX KCFCZDZX KZNYZRZX BIRDZQZK LPPOZOZX 120936 EHAMKLMW PRM-KLM-E-930213-KJFK/EHAM TOPPS YAY 53/50 53/40 54/30 54/20 54/15 BABAN BLUFA 03 CYMX/EHAM YML FOXXE 57/50 58/40 58/30 57/20 56/10 MAC BLUFA 01

  (d) PRMs are to be sent for:

  (i) eastbound flights: no later than 1000 UTC, and

  (ii) westbound flights: no later than 1900 UTC.

  

    11.8 Clearances

  11.8.1 Oceanic Clearances

  Pilots intending to operate in the Gander OCA should note the following:

  (a) Clearances for VFR climb or descent will not be granted.

  (b) The Mach number to be maintained will be specified for turbojet aircraft.

  (c) ATC will specify the full route details for aircraft cleared on a route other than an organized track or flight plan route. The pilot is to read back the full details of the clearance, including the cleared track.

  (d) ATC will issue an abbreviated oceanic clearance to aircraft that will operate along one of the NAT organized tracks. The abbreviated clearance will include the track letter, the flight level and the Mach number to be maintained (for turbojet aircraft). The pilot is to read back the clearance including the TMI number. ATC will confirm the accuracy of the readback and the TMI number.

  NOTE: The eastbound OTS is identified by a TMI number, which is determined by using the Julian calendar for the day on which the eastbound tracks are effective. The TMI number is contained in the “Remarks” section on the eastbound NAT track message.

  Amendments to already published tracks are indicated by appending a letter to the Julian date, e.g. TMI 320A. A revised TMI will be issued for changes to:

  • any track coordinate(s) including named points;
  • published track levels; or
  • named points within European routes west.

  A TMI revision will not be issued for changes to other items such as NARs.

  (e) Whether received via data link or voice, the oceanic clearance to enter the Gander OCA has the following meaning:

  • The clearance is valid only within oceanic airspace, and details the route, altitude and speed at which the flight is to enter oceanic airspace;
  • The flight crew is not immediately authorized to change the route, altitude or speed in order to comply with the oceanic clearance;
  • The flight crew is required to obtain a subsequent clearance in order to comply with the oceanic clearance; and
  • If unable to obtain a subsequent clearance, the flight crew should revert to the procedures for radio communications failure detailed in section RAC 11.20 of the TC AIM, the CFS and the North Atlantic section of ICAO’s Regional Supplementary Procedures (Doc 7030) in order to manoeuvre as necessary to comply with the oceanic clearance.

  (f) If the aircraft is designated to report meteorological information, the pilot will be advised by the inclusion of the phrase “SEND MET REPORTS” in the clearance.

  11.8.2 Domestic Clearances-NAT Westbound Traffic

  (a) Pilots proceeding westbound across the NAT and entering CDA within the Gander, Moncton and Montréal FIRs should comply with the following procedures:

  (i) Flights that have been cleared by ATC via the flight planned route prior to reaching CDA will not be issued en-route clearances upon entering domestic airspace, and are to follow the flight planned route as cleared. Domestic en-route clearances will be issued:

  (A) for flights that have been rerouted and exit oceanic airspace at other than the flight planned exit fix;

  (B) at a pilot’s request for another routing; or

  (C) if a flight plan has not been received by the ACC.

  (ii) Flights that have been rerouted from the flight planned route and enter CDA within 120 NM of the flight planned oceanic exit point can anticipate a clearance to regain the flight planned route by the INF unless the pilot requests a different routing. For flights beyond 120 NM from the flight planned oceanic exit point, a clearance will be issued following consultation with the pilot.

  (iii) ATC will use the latest flight plan received before a flight departs. Subsequent changes to the flight plan route after departure, including any changes received by the pilot from flight operations/dispatch, must be requested directly by the pilot on initial contact with the appropriate domestic ACC. Direct requests from flight operations/dispatch to ATC to re-clear aircraft will only be considered under exceptional circumstances, and are not an acceptable alternative to a pilot-initiated request for a re-clearance.

  (iv) Domestic re-clearances by ATC may contain either the route specified in full detail or a NAR.

  (b) If entering CDA within the Edmonton FIR, the onward domestic routing will have been established in co‑ordination between the Reykjavik and Edmonton ACCs, and additional domestic clearance is not required. If there has been a change in route from the filed flight plan, clarification of the onward routing may be obtained from Edmonton ACC on request.

  (c) Westbound turbojet aircraft that have proceeded across the NAT and have entered CDA shall maintain the last Mach number assigned by ATC:

  (i) unless approval is obtained from ATC to make a change; or

  (ii) until the pilot receives an initial descent clearance approaching destination.

  11.8.3 Oceanic Clearance Delivery

  (a) Unless otherwise advised by ATC, the following oceanic clearance delivery procedures are in effect daily between 2330 and 0730 UTC (DST 2230 and 0630 UTC) for all eastbound oceanic flights (including data link equipped aircraft) operating above FL280 that transit the Gander Domestic FIR/CTA:

  (i) Clearance delivery frequencies are 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 with clearance delivery should be made when within 200 NM of the specified clearance delivery frequency location. In the event that contact cannot be established, pilots are to advise ATC on the assigned control frequency.

  The following frequencies and frequency locations will normally be used:

  	• Natashquan (YNA)	(50˚11’N 61˚47’W)	– 135.45 MHz;
  	• Allen’s Island	(46˚50’N 55˚47’W)	– 128.45 MHz;
  	• Churchill Falls (UM)	(53˚35’N 64˚14’W)	– 128.7 MHz;
  	• Stephenville (YJT)	(48˚34’N 58˚40’W)	– 135.05 MHz;
  	• Sydney (YQY)	(46˚09’N 60˚03’W)	– 119.42 MHz.
  	• Brevoort	(62˚20’N 64˚08’W)	– 132.025 MHz;
  	• Kuujjuaq (YVP)	(58˚05’N 68˚25’W)	– 134.2 MHz;

  (ii) For those operators who do not receive the NAT track message, pilots are to contact Gander clearance delivery on one of the frequencies listed in RAC 11.8.3(a)(i) when within 200 NM of the frequency location. In the event that contact cannot be established, pilots are to advise ATC on the assigned control frequency.

  (b) Pilots are to maintain a continuous listening watch on the assigned control frequency while obtaining the oceanic clearance.

  (c) Unless the flight has received the message “CLA RECEIVED CLEARANCE CONFIRMED END OF MESSAGE,” data link oceanic clearances must be verified with Gander clearance delivery during the times indicated above. Outside the indicated hours, oceanic clearances are to be verified on the appropriate control frequency.

  (d) ATC will not normally advise pilots to contact Gander clearance delivery. There is no requirement for pilots to confirm receipt of an oceanic clearance (including a data link oceanic clearance) from Gander clearance delivery with the assigned control frequency.

  (e) Due to frequency congestion on both the clearance delivery and control frequencies, pilots should refrain from unnecessary lengthy discussions with respect to oceanic clearances and procedures. Constructive comments and complaints should be processed post-flight through the company operations.

  (f) Procedures and further information for flights intending to receive oceanic clearances via data link are published in Gander Datalink Oceanic Clearance Delivery (OCD) Crew Procedures.

  

    11.9 Position Reports

  11.9.1 Requirements

  (a) Unless otherwise requested by ATC, flights shall make position reports at the significant points listed in the flight plan.

  (b) The contents of a position report at geographical coordinates are to be expressed as follows:

  (i) for generally eastbound or westbound aircraft, latitude shall be expressed in degrees and minutes, longitude in degrees only; and

  (ii) for generally northbound or southbound aircraft, latitude shall be expressed in degrees only, longitude in degrees and minutes.

  (c) Position reports shall include the reported position, the next reporting point and estimated time, and the succeeding reporting point as per the cleared route. If the estimated time over the next reporting point is found to be in error by three minutes or more, a revised estimated time shall be transmitted as soon as possible to the appropriate ATC unit.

  (d) Position information shall be based on the best obtainable navigation fix. The time of fixing aircraft position shall be arranged so as to provide the most accurate position information and estimates possible.

  (e) When making position reports, all times shall be expressed in UTC, giving both the hour and minutes.

  11.9.2 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 en-route frequency, flights are to establish and maintain communication with Gander, Moncton, or Montréal as soon as possible in accordance with the following:

  (i) At FL290 or above:

  (A) 132.05, 230.3, 134.7 or 245.0 MHz for coastal fixes BOBTU to YYT when within 200 NM of YYT.

  (B) 133.9, 294.5, 125.9, 132.6 or 342.9 MHz for coastal fixes VIXUN to CYMON when within 200 NM of YQX.

  (C) 134.3 or 128.6 MHz for coastal fixes DOTTY to CARPE when within 200 NM of YAY.

  (D) 133.42 or 132.4 MHz for coastal fixes OYSTR and SCROD when within 200 NM of YYR.

  (E) 128.32 MHz for coastal fixes LOACH to MOATT when within 200 NM of HO.

  (F) 134.0 MHz when within 200N M of YWK; 126.32 MHz when within 200 NM of YZV; 132.8 MHz when within 200 NM of YGR; 132.75, 133.7, 133.3 or 125.25 MHz when within 200 NM of YQY.

  (ii) At FL280 or below:

  (A) 133.15 or 227.3 MHz for coastal fixes BOBTU to VIXUN when within 150 NM of YYT.

  (B) 132.1 or 289.4 MHz for coastal fixes YQX and CYMON when within 150 NM of YQX

  (C) 133.0 or 371.9 MHz for coastal fixes DOTTY to CARPE when within 150 NM of YAY.

  (D) 120.4 or 294.5 MHz for coastal fixes OYSTR and SCROD when within 150 NM of YYR.

  (E) 135.4 MHz for coastal fixes LOACH to MOATT when within 150 NM of HO

  (F) 134.9 MHz when within 150 NM of Allen’s Island (46˚50’N 55˚47’W); 132.3 or 247.0 when within 150 NM of YJT;

  (c) Eastbound flights that traverse the Gander domestic FIR are required to establish contact with “Gander clearance delivery” in accordance with RAC 11.8.3.

  (d) If an aircraft in the Gander OCA is unable to communicate with Gander Oceanic, pilots are to endeavour to pass position reports by relay through:

  (i) another oceanic centre with which communication has been established,

  (ii) another aircraft. In the NAT Region, when out of range of VHF ground stations, 123.45 MHz may be used for air-to-air communications, including the relaying of position reports; or

  (iii) another aircraft on frequency 121.5 or 243.0 MHz, if no other means is available.

  

    11.10 Minimum Navigation Performance Specifications (MPS)

  (a) All operators are to ensure that aircraft used to conduct flights within NAT MNPSA have the minimum navigation equipment. For detailed requirements, refer to the following documents:

  (i) ICAO, Doc 7030-Regional Supplementary Procedures (NAT);

  (ii) ICAO, NAT Doc 001-Guidance and Information Material Concerning Air Navigation in the North (NAT Region);

  (iii) North Atlantic MNPS Airspace Operations Manual; and

  (iv) Parts VI and VII of the Canadian
  Aviation Regulations.

  (b) Eastbound aircraft requesting an oceanic clearance from Gander ACC to enter MNPSA may be requested by ATC to confirm that they are approved for MNPS operations. Pilots/operators unable to provide such confirmation will be issued an oceanic clearance to operate outside MNPSA (below FL285 or above FL420).

    11.11Reduced Vertical Separation Minimum (RVSM) - Minimum Aircraft System Performance Specifications (MASPS)

  (a) All operators are to ensure that aircraft used to conduct flights within NAT MNPSA where RVSM is applied meet the MASPS. For detailed requirements, refer to the following publications:

  (i) ICAO, Doc 7030-Regional Supplementary Procedures (NAT);

  (ii) ICAO, NAT Doc 001-Guidance and Information Material Concerning Air Navigation in the North (NAT Region);

  (iii) North Atlantic MNPS Airspace Operations Manual; and

  (iv) Parts VI and VII of the Canadian
  Aviation Regulations.

  (b) Eastbound aircraft requesting an oceanic clearance from Gander ACC to enter MNPSA at designated RVSM altitudes may be requested by ATC to confirm that they are approved for MNPS and/or RVSM operations. Pilots/operators unable to provide such confirmation will be issued an oceanic clearance to operate outside MNPSA (below FL285 or above FL420) and/or outside the RVSM designated altitudes, as applicable.

    11.12 Arrangements For Reduced Lateral Separation

  (a) Eastbound aircraft not certified for MNPS operations, which are laterally separated by 60 NM while still within coverage of ground-based facilities, are deemed to be separated provided the assigned tracks continuously diverge to provide at least 120 NM at the next designated reporting point.

  (b) Westbound aircraft for which reduced lateral separation is applied in the Reykjavik CTA are deemed to have lateral separation when entering the Gander OCA provided such separation on entry is more than 60 NM and the aircraft are on continuously diverging tracks to establish 120 NM separation at 40˚W.

    11.13 Adherence to Mach Number

  (a) Turbojet aircraft, in oceanic airspace and Canadian Domestic Airspace, shall adhere to the Mach number assigned by ATC unless approval is obtained from ATC to make a change or until the pilot receives an initial descent clearance approaching destination. If it is essential to make an immediate temporary change in Mach number (e.g., as a result of turbulence), ATC shall be notified as soon as possible that such a change has been made.

  (b) If it is not possible, because of aircraft performance, to maintain the last assigned Mach number during en route climbs and descents, pilots shall advise ATC at the time of the climb/descent request.

    11.14 Operation of Transponders

  The pilot shall operate the transponder at all times on Mode A and C, Code 2000, during flight in the NAT Region. However, the last ATC assigned Code must be retained for a period of 30 min after entry into NAT airspace unless otherwise directed by ATC.

  NOTE: This procedure does not affect the use of the special-purpose codes 7500, 7600 and 7700.

  

    11.15 Meteorological Reports

  On a routine basis, aircraft must make, record and report meteorological observations at each designated reporting point. However, aircraft cleared on an organized track shall be required to make, record and report meteorological observations only upon a specific request by ATC. Such requests will be included in the oceanic clearance using the phrase “SEND MET REPORTS.” ICAO AIREP form Model AR, as contained in Doc 4444, Air Traffic Management, Appendix 1, should be used for this purpose.

    11.16 Adherence to Route

  If an aircraft has inadvertently deviated from the route specified in its ATC clearance, it shall take immediate action to regain the route within 100 NM from the position at which the deviation was observed.

    11.17 Step-Climb Procedure

  To facilitate the use of step-climbs, pilots should, on initial contact with ATC at each OCA boundary, include at the end of the position report the highest acceptable level and the time or position at which this level could be accepted.

  Example:

  POSITION AAL101, 51N 30W 0346 FL330 ESTIMATING 50N 40W 0440 NEXT 50N 50W WILL ACCEPT FL350 AT 40W.

    11.18 Cruise Climbs and Altitude Reports

  (a) Aircraft cleared for cruise climbs should report their level to the nearest 100 ft.

  (b) For all altitude changes, either climbs or descents, pilots should report “reaching” the new level/cruising altitude to ATC.

    11.19 In-flight Contingencies

  (a) All pilots transiting the North Atlantic should be thoroughly familiar with the inflight contingency procedures for situations of rapid descent, turnback, diversion and reduction of navigation capability.

  (b) In-flight contingency procedures are published in the following documents:

  (i) ICAO, Doc 7030-Regional Supplementary Procedures (NAT);

  (ii) ICAO, NAT Doc 001-Guidance and Information Material Concerning Air Navigation in the North (NAT Region); and

  (iii) North Atlantic MNPS Airspace Operations Manual.

  (iv) ICAO, Doc 4444-Procedures for Air Navigation Services-Air Traffic Management (PANS-ATM)

    11.20 Communications Failure - NAT Traffic

  The following procedures are intended to provide general guidance for NAT aircraft experiencing a communications failure. These procedures are intended to complement and not supersede State procedures and regulations as contained in RAC 6.3.2. It is not possible to provide guidance for all situations associated with a communications failure.

  11.20.1 General

  (a) If the aircraft is so equipped, a pilot experiencing a two-way radio communications failure shall operate the transponder on Code 7600 and Mode C.

  (b) The pilot shall attempt to contact any ATC facility, inform them of the difficulty, and request that information be relayed to the ATC facility with whom communications are intended.

  11.20.2 Communications Failure Prior to Entering NAT Oceanic Airspace

  (a) If operating with a received and acknowledged oceanic clearance, the pilot shall enter oceanic airspace at the cleared oceanic entry point, flight level and speed, and proceed in accordance with the received and acknowledged oceanic clearance. Any flight level or speed changes required to comply with the oceanic clearance shall be completed within the vicinity of the oceanic entry point. The “cleared oceanic flight level” is the flight level contained in the oceanic clearance.

  (b) If operating without a received and acknowledged oceanic clearance, the pilot shall enter oceanic airspace at the first oceanic entry point, level and speed, as contained in the filed flight plan and proceed via the filed flight plan route to landfall. The first oceanic level and speed shall be maintained to landfall.

  11.20.3 Communications Failure Prior to Exiting NAT Oceanic Airspace

  (a) If cleared on the flight plan route, the pilot shall proceed in accordance with the last received and acknowledged oceanic clearance, including flight level and speed, to the last specified oceanic route point, normally landfall; continue on the flight plan route; maintain the last assigned oceanic flight level and speed to landfall; and, after passing the last specified oceanic route point, conform with the relevant State procedures and regulations.

  (b) If cleared on other than the flight plan route, the pilot shall proceed in accordance with the last received and acknowledged oceanic clearance, including flight level and speed, to the last specified oceanic route point, normally landfall. After passing this point, the pilot shall conform with the relevant State procedures and regulations, rejoining the filed flight plan route by proceeding, via published ATS routes where possible, to the next significant point ahead as contained in the filed flight plan.

  Figure 11.2 – North Atlantic Minimum Navigation Performance Specification Airspace (NAT MNPSA) Between FL285 and FL420

  

  

    11.21 North Atlantic Minimum Navigation Performance Specification Airspace

  11.21.1 General

  (a) Compliance with MNPS is required by all aircraft operating within the following defined airspace boundaries:

  (i) between FL285 and FL420,

  (ii) between latitudes 27˚N and the North Pole,

  (iii) bounded in the east, by the eastern boundaries of CTAs Santa-Maria, Shanwick Oceanic and Reykjavik, and

  (iv) in the west, by the western boundaries of CTAs Reykjavik and Gander and NewYork Oceanic, excluding the area west of 60˚W and south of 38˚30’N.

  (b) Operators of Canadian-registered aircraft intending to fly in MNPS airspace will be required to show that they meet all the applicable standards. Information on the measures necessary to gain approval may be obtained from:

  Equipment Installation Approval:

  Transport Canada Safety and Security
  Regional Airworthiness Engineer
  (See GEN 1.0 for the appropriate Regional Office)

  Operating Standards Commercial Air Carriers
  and Private Operators:

  Transport Canada Safety and Security
  Director, Commercial and Business Aviation (AARX)
  Ottawa ON K1A 0N8

  Fax: 613 954-1602

  11.21.2 Time Keeping Procedures

  Prior to entry into MNPS airspace, the time reference system(s) to be used during the flight for calculation of way point Estimated Times of Arrival (ETAs) and way point Actual Times of Arrival (ATAs) shall be synchronized to UTC. All ETAs and ATAs passed to ATC shall be based on a time reference that has been synchronized to UTC or equivalent. Acceptable sources of UTC include the following:

  (a) WWV – National Institute of Standards and Technology (NIST: Fort Collins, Colorado, U.S.). WWV operates 24 hours a day on 2500, 5000, 10000, 15000, 20000 kHz (AM/SSB) and provides UTC voice every minute;

  (b) GPS (corrected to UTC) – Available 24 hours a day to those pilots that can access the time via approved on board GPS (TSO-C129) equipment;

  (c) CHU – National Research Council (NRC: Ottawa, Canada). Available 24 hours a day on 3330, 7335, 14670 kHz (SSB). In the final ten-second period of each minute, a bilingual station identification and time announcement is made in UTC;

  (d) BBC – British Broadcasting Corporation (Greenwich, U.K.). The BBC transmits on a number of domestic and worldwide frequencies and transmits the Greenwich time signal (referenced to UTC) once every hour on most frequencies, although there are some exceptions;

  (e) Any other source shown to the State of Registry or State of Operator (as appropriate) to be an equivalent source of UTC.

  11.21.3 Provisions for Partial Loss of Navigation Capability

  If an aircraft suffers partial loss of navigation capability (only one long-range navigation system serviceable) prior to entry into oceanic airspace, the following routes should be considered:

  (a) Stornoway – 60˚N 10˚W – 61˚N 12˚34’W– ALDAN – Keflavik;

  Benbecula – 61˚N 10˚W – ALDAN – Keflavik;

  (b) Machrihanish, Belfast, Glasgow, Shannon – 57˚N 10˚W – 60˚N 15’W – 61˚N 16’30’’ BREKI – Keflavik;

  (c) Keflavik – GIMLI – Kulusuk – Sondre Stromfjord – FROBAY;

  (d) Keflavik – EMBLA – 63˚N 30˚W – 61˚N 40˚W – Prins Christian Sund;

  (e) Prins Christian Sund – 59˚N 50˚W – PRAWN – NAIN;

  (f) Prins Christian Sund – 59˚N 50˚W– PORGY – Hopedale;

  (g) Prins Christian Sund – 58˚N 50˚W – LOACH– Goose VOR;

  (h) Sondre Stromfjord – 67˚N 60˚W – Pangnirtung (YXP);

  (i) Kook Islands – 66˚N 60˚W – Pangnirtung (YXP);

  (j) Kook Islands – 64˚N 60˚W – 64˚N 63˚W (LESAM) – FROBAY; and

  (k) Reykjanesskoli – 69˚30’N 22˚40’W – Constable Pynt.

  These routes are subject to the following conditions:

  (i) sufficient navigation capability remains to meet the MNPS and the requirements in ICAO Annex 6, Part I, Chapter 7 (sec. 3) and ICAO Annex 6, Part II, Chapter 7 (sec. 2) can be met by relying on the use of short-range navigation aids,

  (ii) a revised flight plan is filed with the appropriate ATS unit, and

  (iii) an ATC clearance is obtained.

  NOTES 1: A revised oceanic clearance will be issued after co-ordination between all oceanic ACCs concerned.

  2: If the organized track system extend to the northern part of the NAT Region, the aircraft concerned may be required to accept a lower than optimum flight level in the revised oceanic clearance, especially during peak traffic periods.

  3: This guidance material does not relieve the pilot to take the best possible course of action in light of the prevailing circumstances.

  11.21.4 Special Routes for Aircraft Fitted with a Single Long-Range Navigation System

  Aircraft, having State approval for operating in MNPS airspace, which are equipped with normal short-range navigation equipment (VOR/DME, ADF) and at least one fully operational set of one of the following navigation equipment are considered capable of meeting the MNPS while operating along the following routes:

  (a) Equipment

  (i) DOPPLER with computer;

  (ii) INS;

  (iii) GPS approved in accordance with the requirements specified in Technical Standard Order (TSO) C-129 (Class A1, A2, B1, B2, C1, or C2);

  (iv) LORAN-C [not applicable to (b)(xiii), and (b)(xiv); and

  (v) Flight Management System (FMS) or IRS.

  (b) Routes (referred to as Blue Spruce routes)

  (i) Stornoway – 60˚N 10˚W – 61˚N 12˚34’W – ALDAN – Keflavik (HF required on this route),

  Benbecula – 61˚N 10ºW – ALDAN – Keflavik [VHF coverage exists and, subject to prior co-ordination with Scottish Airways and Prestwick (Shanwick OACC), this route may be used by non-HF equipped aircraft],

  (ii) Machrihanish, Belfast, Glasgow, Shannon – 57˚N 10˚W – 60˚N 15˚W – 61˚N 16˚30’W – BREKI Keflavik (HF required on this route),

  (iii) Keflavik – GIMLI – Kulusuk – Sondre Stromfjord – FROBAY,

  (iv) Keflavik – EMBLA – 63˚N 30˚W – 61˚N 40˚W – Prins Christian Sund,

  (v) Prins Christian Sund – 59˚N 50˚W – PRAWN – NAIN,

  (vi) Prins Christian Sund – 59˚N 50˚W – PORGY – Hopedale,

  (vii) Prins Christian Sund – 58˚N 50˚W – LOACH – Goose VOR,

  (viii) Sondre Stromjford – 67˚N 60˚W – Pangnirtung (YXP),

  (ix) Kook Islands – 66˚N 60˚W – Pangnirtung (YXP)

  (x) Kook Islands – 64˚N 60˚W – 64˚N 63˚W (LESAM) – FROBAY,

  (xi) Reykjanesskoli – 69˚30’N 22˚40’W – Constable Pynt,

  (xii) Cork – 50˚N 09˚W – 49˚N 09˚W – 45˚N 09˚W – Santiago VOR

  Lands End – 51˚N 08˚W (HF required on
  this route),

  (xiii) Funchal/Porto Santo – Santa Maria/Ponta Delgada, and

  (xiv) Lisboa Porto Faro – Ponta Delgada/Santa Maria/Lajes

  11.21.5 Special Routes for Aircraft Fitted with Short-Range Navigation Equipment Operating Between Iceland and Other Parts of Europe

  Aircraft having State approval for operating in MNPS airspace provided with normal short-range navigation equipment (VOR/DME, ADF) operating on the routes below and within MNPS airspace are considered capable of meeting the MNPS.

  (a) Flesland – Myggences – INGO – Keflavik (G3); and

  (b) Sumburgh – Akraberg – Myggenes (G11).

  11.21.6 Aircraft without MNPS Capability

  (a) Non-approved MNPS aircraft will not be issued a clearance to enter into MNPS airspace.

  (b) Non-approved MNPS aircraft may be cleared to climb or descend through MNPS airspace provided:

  (i) the climb or descent can be completed within 200 NM of the Gander VORTAC (YQX), St. John’s, VOR/DME (YYT), St.Anthony VOR/DME (YAY), Goose VOR/DME (YYR), or within the radar coverage of Gander, Moncton and Montréal ACCs; and

  (ii) MNPS aircraft affected by such a climb or descent are not penalized.

  11.21.7 Monitoring of Gross Navigation Errors

  (a) In order to ensure that the required navigation standards are being observed within the MNPSA, a continuous monitoring of the navigation accuracy of aircraft in this airspace takes place using radars in Canada, Ireland, France, Iceland and the United Kingdom. In cases of a gross navigation error, the pilot will normally be notified by the ATC unit observing the error. The subsequent investigation to determine the error will involve the ATC unit, the operator and the State of Registry.

  (b) If there is a serious increase in the number of large errors, it may become necessary to increase separation standards until remedial action has been determined. Alternatively, if rapid corrective action cannot be achieved, it may be necessary for the State of Registry or the State of the Operator to temporarily exclude offending types of aircraft or operators from the MNPS airspace.

  

    11.22 North Atlantic Reduced Vertical Separation Minimum

  11.22.1 General

  In the North Atlantic, Reduced Vertical Separation Minimum (RVSM) airspace is that airspace within the geographic extent of the NAT Region from FL290 to FL410 inclusive.

  11.22.2 RVSM Details and Procedures

  For RVSM details and procedures applicable to both the NAT and Canadian Domestic airspace see RAC 12.16.

  11.22.3 RVSM Flight Level Allocation Scheme

  (a) The following flight level allocation scheme (FLAS) should be used by operators for flight planning purposes:

  FL430	May be flight planned for both eastbound and westbound non-RVSM certified aircraft – 24 hours a day
  FL410		Eastbound flight level – 24 hours per day
  FL400	Westbound flight level – except within eastbound OTS
  FL390		Eastbound flight level – except within westbound OTS
  FL380*	Westbound flight level – except within eastbound OTS
  FL370		Eastbound flight level – except within westbound OTS
  FL360*	Westbound flight level – except within eastbound OTS
  FL350*		Eastbound flight level – except within westbound OTS
  FL340	Westbound flight level – except within eastbound OTS
  FL330*		Eastbound flight level – except within westbound OTS
  FL320*	Westbound flight level – except within eastbound OTS
  FL310*		Eastbound flight level – except within westbound OTS
  FL300	Westbound flight level – 24 hours per day
  FL290 and below	Even levels westbound – 24 hours per day	Odd levels eastbound – 24 hours per day

  NOTES 1: Flight Level*: Shanwick/Gander may exchange on a tactical basis during OTS periods.

  2: OTS Times: Eastbound – 0100 to 0800 UTC, Westbound – 1130 to 1800 UTC. Times are UTC at 30˚ West.

  3: For operations outside of OTS times and/or the OTS structure, flight plan levels in accordance with the above flight allocation scheme.

  (b) If a flight is expected to be level(s) critical, operators should contact the initial Oceanic ACC prior to filing the flight plan to determine the likely availability of such level(s).

  11.22.4 NAT RVSM Aircraft Approvals

  (a) An aircraft will not be permitted to operate at RVSM designated altitudes until RVSM (operational) approval has been awarded.

  (b) For group aircraft to be approved for NAT RVSM operations, it is required to:

  (i) have MNPS (horizontal navigation performance) approval;

  (ii) obtain RVSM airworthiness approval (MASPS compliant);

  (iii) demonstrate acceptable height-keeping performance through monitoring; and

  (iv) obtain RVSM (operational) approval from the aircraft State authority.

  (c) For non-group aircraft, operators must apply for operating authority individually. Monitoring by an HMU or GMU is a prerequisite to obtain RVSM (operational) approval unless flight test evidence can be provided to the State to show that each airframe is compliant with Altimetry System Error (ASE) targets.

  (d) Operators of Canadian-registered aircraft intending to fly in NAT MNPS/RVSM airspace will be required to show that they meet all of the applicable standards. Further information on the measures necessary to gain approval may be obtained from the following:

  Airworthiness Approvals

  Transport Canada Safety and Security
  Director, Aircraft Certification (AARD)
  Ottawa ON K1A 0N8
  Fax: 613 996-9178

  Operational Standards – Commercial Air Carriers and Private Operators

  Transport Canada Safety and Security
  Director, Commercial and Business Aviation (AARX)
  Ottawa ON K1A 0N8
  Fax: 613 954-1602

  RVSM Maintenance Programs

  Transport Canada Safety and Security
  Director, Aircraft Maintenance and Manufacturing (AARP)
  Ottawa ON K1A 0N8
  Fax: 613 996-9178

  11.22.5 Central Monitoring Agency (CMA)

  1. The Regional Monitoring Agency for the NAT is the Central Monitoring Agency (CMA) located in Prestwick, U.K. and may be contacted as follows:

     North Atlantic Central Monitoring Agency
     c/o National Air Traffic Services
     Room G41
     Scottish & Oceanic Area Control Centre,
     Sherwood Road,
     Prestwick,
     Ayrshire
     KA9 2NR
     United Kingdom

     Tel:	+44 (0) 1292 692412
     HMU Status (recorded message)	+44 (0) 1292 692760
     Fax:	+44 (0) 1292 692754
     E-mail:	natcma@nats.co.uk

  2. Information on the responsibilities and procedures applicable to the CMA are contained in “ICAO, NAT Doc 001 – Guidance and Information Material concerning Air Navigation in the North Atlantic Region” and through the internet at http://www.nat-pco.org.

  11.22.6 Height Monitoring

  For the NAT, height monitoring is carried out using a hybrid system comprising a fixed ground-based height monitoring unit (HMU) and a GPS-based monitoring system comprising portable GPS monitoring units (GMU).

  

  11.22.7 Height Monitoring Unit (HMU)

  (a) The HMU site is located at Strumble, UK-15 NM east of the Strumble VOR/DME (STU), beneath Upper ATS UG1, at co-ordinates 51˚56’00”N 04˚40’00”W (Figure 11.3).

  (b) The coverage area for the Strumble HMU is a 13.8 NM radius circle from FL290 to FL410 inclusive.

  Figure 11.3-Strumble HMU

  

  Pre-flight Procedures

  (a) Operators proposing to divert from an optimum route in order to fly over the Strumble HMU should check the HMU status at 44 171 832-6031 (UK) for serviceability information. Every effort will be made to ensure that the promulgated information is accurate, but operators should note that the equipment may become unserviceable on short notice.

  (b) Aircraft for monitoring should be flight planned to route over STU. Item 18 of the flight plan is to include both the aircraft registration (if not included in Item 7) and the remarks “RMK/HMU FLT STU.”

  In-flight Procedures

  Prior to an over-flight of an HMU, pilots are requested to transmit “for HMU flight” to London Control on initial contact. Operational requirements permitting, ATC will endeavour to accommodate the flight.

  Post-flight Procedures

  (a) ATC is not aware whether an aircraft has been successfully monitored by the HMU. Operators wishing to ascertain this information may send a fax to the NAT CMA.

  (b) Operator queries for specific over-flights may be made to the NAT CMA. Such queries should include the Mode S or A codes and approximate time of over-flight.

  11.22.8 GMU Monitoring

  (a) GMUs are available for those aircraft that do not wish to be monitored by overflying an HMU.

  (b) For GMU services to conduct a height-monitoring flight see RAC 12.16.9.

  11.22.9 Further Information

  Information on the RVSM program is available on the Internet by visiting the ARINC bulletin board at and calling up the RVSM pages. Aircraft that are successfully monitored will be promulgated via the bulletin board. Operators will be notified by fax or telephone of individual access codes on the first occasion that its aircraft are placed on the board. More information may be obtained by contacting ARINC Inc.:

    11.23 Strategic Lateral Offset Procedures (SLOP) in the North Atlantic

  The Strategic Lateral Offset Procedure (SLOP) is now a standard operating procedure throughout the North Atlantic (NAT) Region. This procedure mitigates collision risk and wake turbulence encounters. Pilots conducting oceanic flights within the NAT Region with automatic offset programming capability are recommended to fly lateral offsets of either 1 or 2 NM right of centre line.

  The introduction of very accurate aircraft navigation systems, along with sophisticated flight management systems, has drastically reduced the number of risk bearing lateral navigation errors reported in NAT airspace. Paradoxically, the capability of aircraft to navigate to such a high level of accuracy has led to a situation where aircraft on the same track but at different levels, are increasingly likely to be in lateral overlap. This results in an increased risk of collision if an aircraft departs from its cleared level for any reason.

  SLOP reduces risk by distributing aircraft laterally. It is applicable within the New York Oceanic, Gander Oceanic, Shanwick Oceanic, Santa Maria Oceanic, Søndrestrøm and Reykjavik flight information regions, and within the Bodø Oceanic flight information region when flights are operated more than 185 km (100 NM) seaward from the shoreline. SLOP conforms to direction in the International Civil Aviation Organization’s (ICAO) Procedures for Air Navigation Services–Air Traffic Management (PANS–ATM, Doc 4444, 15.2.4) and is subject to the following guidelines:

  • Aircraft without automatic offset programming capability must fly the route centre line.
  • Operators capable of programming automatic offsets may fly the centre line or offset one or two nautical miles right of centre line, allowing for 3 possible positions along route. Offsets are not to exceed 2 NM right of centre line and offsets to the left of centre line are not permitted. An aircraft overtaking another aircraft should offset within the confines of this procedure, if capable, so as to create the least amount of wake turbulence for the aircraft being overtaken. The pilot should take into account wind and estimated wake vortex drift and time to descend. (Nominal descent rates for wakes are 300-600 fpm.)
  • Pilots should use whatever means are available (e.g., TCAS, communications, visual acquisition) to determine the best flight path to fly. Pilots may contact other aircraft on frequency 123.45, as necessary, to coordinate the best wake turbulence offset option.
  • Pilots may apply an offset outbound after the oceanic entry point and must return to centre line before the oceanic exit point. Position reports transmitted via voice should be based on the waypoints of the current ATC clearance and not the offset positions.
  • Aircraft transiting oceanic radar areas may remain on their established offset positions.
  • There is no ATC clearance required for this procedure and it is not necessary that ATC be advised.