Here are the latest important changes for the NAT. These are also published in the latest edition of NAT Doc 007, April 2019.
- PBCS From March 29th 2019, there may be more than just three daily PBCS tracks. They will continue to be only FL350 to FL390 inclusive and only on the designated tracks during the period the tracks are in effect. There may be days where there are no PBCS tracks, 3 PBCS tracks, 5 PBCS tracks, potentially even all the tracks.
- Contingency Procedures From March 29th 2019, new contingency and weather deviation procedures were introduced. For contingencies, you now turn at least 30 degrees and offset by 5 NM. For weather deviations, you now do your 300ft up/down offset when 5 NM away from track.
- ASEPS That stands for ‘Advanced Surveillance Enhanced Procedural Separation’, and it’s a new trial that’s being implemented on the NAT using ADS-B in the Shanwick, Gander and Santa Maria FIRs. Compliant aircraft will see a reduction in longitudinal separation to as close as 14 NM. This is not restricted to particular tracks or altitudes, just between properly equipped aircraft – you’ll need RVSM/HLA approval, ADS-B, and to be fully PBCS compliant (that means meeting the specifications of RNP4, RCP240 and RSP180).
And there will be more! Keep an eye on this page, we’ll keep it updated.
The NAT used to be simple. Fill your flask, fire up the HF, align the INS and away you went.
Now, it’s a little more complicated. Basic Instruments are not enough. Use this quick and dirty guide from OPSGROUP to figure out where you are welcome on the NAT, depending on what equipment and training you have. Valid May 20, 2019.
- PBCS From March 29th 2018, PBCS is a requirement for the daily mandated PBCS NAT Tracks (right now, that the 3 core tracks each day) between FL350-390. PBCS for the NAT means having both RCP240 (4 minute comms loop) and RSP180 (3 minute position reporting). If you’re missing approval for either, then you can fly anywhere other than along the core NAT tracks FL350-390. Read more about PBCS in our article, and check out the NAT Circle of Change for an easier graphical representation.
- RLAT From January 4th 2018, Shanwick and Gander increase the number of RLAT tracks – most tracks between FL350-390 will now be RLAT – 25nm separation between them.
- SLOP – Offsetting is now mandatory. Choose 0, 1, or 2nm right of track. We think 1 or 2 is best. Consider the recent A380 story.
- TCAS 7.1: From January 1st, 2017, TCAS 7.1 is required throughout the entire NAT region.
- Cruising Level: Effective 2017, you no longer need to file an ICAO standard cruising level in NAT airspace.
- Gross Nav Error: This is now defined as greater than 10nm. Everywhere else in the world, it’s 25nm.
- Datalink Mandate Exemptions: Since Dec 2017, datalink now required throughout the NAT Region from FL350-390. Exempt areas: Tango Routes, airspace north of 80N, Surveillance airspace, Blue Spruce routes, and New York OCA.
- Confirm Assigned Route Introduced August 2016, you will see this message when you enter NAT airspace with datalink, and you should reply with the planned route in NAT airspace. Designed to catch errors.
- NAT HLA The airspace formerly known as MNPS. Changed February 2016. NAT HLA = NAT High Level Airspace. Now includes Bodo Oceanic, and aircraft must be RNP 4 or RNP10. Previous MNPS approvals good through 2020.
- RLAT Started December 2015, spacing on the NAT Tracks reduced to “Half Track” (30nm) for 3 core tracks. RLAT=Reduced Lateral Separation Minima. Next phase of this (ie. all NAT Tracks 350-390) was introduced in Dec 2017.
- SLOP Offsetting right of track by 1nm or 2nm became Mandatory.
– What’s different about the NAT, changes from 2015-2019, NAT Quick Map
– Routine Flight Example
– Non Routine-Flights: No RVSM, No RNP4, No HF, 1 LRNS, No HLA, No ETOPS, No TCAS, No Datalink – what you can do and where you can go
Take a look.