North Atlantic

Tag: North Atlantic (page 1 of 3)

First look at NAT changes for 2019

Starting 28th March 2019, a new trial will be implemented on the NAT called ASEPS (Advanced Surveillance Enhanced Procedural Separation) 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). Read this ICAO Bulletin for all the details.

When the ASEPS trial starts, there will also be some changes to the contingency and weather deviation procedures. Before, there was a lot of confusion around the wording of these two procedures – this has now been made much clearer, and they have even included a nice little graphic to help us understand what to do. Read this ICAO Bulletin for all the details.

ICAO have published all these changes in their updated NAT 007 Doc valid for 28th March 2019.

Further reading:

On Nov 1st we had a call with 140 Opsgroup members about upcoming changes on the NAT in 2019, and how we can effect change. Opsgroup members can find the PDF notes of this in your Dashboard.
A big thing driving the ASEPS trial is the rollout of Space-based ADS-B, which is scheduled to complete its deployment by 30 Dec 2018, giving us worldwide, pole-to-pole surveillance of aircraft. For more on that, and how it will affect operations on the NAT specifically, read the article by Mitch Launius here.
Use our quick guide to figure out where you are welcome on the NAT, depending on what equipment and training you have.
All the big changes on the NAT in 2018 are covered on our page here.

Your top three PBCS questions answered

18 October, 2018 / David Mumford / 0 Comments

PBCS has been an ongoing PITA for some time now. We wrote about it back in March. Here are the top three questions we’ve had on it since then – and now we finally have some answers!

Question 1: What happens if I still haven’t received my updated A056 LOA?

After the PBCS tracks were introduced in March 2018, the FAA published a Notice requiring all N-reg operators to update their A056 LOA authorization – regardless of whether or not they intended to fly these PBCS tracks. For private (Part 91) operators, the deadline to submit the application was 30th September 2018.

There was a barrage of applications, and the FAA still seem to have a bit of a backlog, as even now some operators have still not received their updated approvals.

The FAA’s unofficial policy is that as long as you have applied for a revised LOA, you can continue to use your old authorization after September 30th, while you wait for the new one to be issued.

Bottom line: This means you are allowed to keep flying in the North Atlantic, just not on the PBCS tracks.

Question 2: What about that problem with aircraft with Honeywell systems installed?

Back in March, a latency timer issue with certain Honeywell FMS systems meant that there were bunch of aircraft which weren’t able to get the PBCS approval.

In June, Honeywell issued a service bulletin fix for the issue, available at varying times for different aircraft. Since then, the FAA has been issuing the updated A056 LOA approvals to those aircraft with the Honeywell systems that reflect the new capabilities but the still don’t meet the PBCS requirement of RCP240 due to the latency timer issue.

Bottom line: Now those affected aircraft are able to receive the updated A056 LOA approvals, just with a PBCS restriction – meaning they can continue to operate in the North Atlantic, just not on the PBCS tracks.

Question 3: What the heck is PBCS anyway?

PBCS stands for ‘performance-based communication and surveillance’.

PBCS involves globally coordinated and accepted standards for Required Communication Performance (RCP) and Required Surveillance Performance (RSP), with the goal being to allow the application of reduced lateral and longitudinal separation to aircraft which meet the criteria.

To be PBCS compliant, you basically need CPDLC capable of RCP240 and ADS-C capable of RSP180; this effectively means having a 4 minute comms loop, and 3 minute position reporting.

PBCS has been implemented in various different chunks of airspace around the world, but most notably in the North Atlantic, where the three core daily NAT Tracks are assigned as PBCS tracks between FL350-390. To fly those, you will need to be PBCS compliant (read above) but also have RNP4 (the rest of the NAT only requires RNP10).

Feeling queasy? That’s okay, reading about PBCS makes us feel that way too. If you’re still hungry for more though, check out our recent article on all things PBCS!

North Atlantic 2018 Operational Changes – Shanwick, Gander, Iceland, Santa Maria, New York – and the NAT HLA

1 October, 2018 / Declan Selleck / 10 Comments

We’ll use this page for NAT changes, including EGGX/Shanwick, CZQX/Gander, BIRD/Iceland, ENOB/Bodo, LPPO/Santa Maria, and KZWY/New York Oceanic East.

2018

Here are the latest important changes for the NAT. These are also published in the latest edition of NAT Doc 007, August 2018.

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.

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 FSB to figure out where you are welcome on the NAT, depending on what equipment and training you have. Valid January 31, 2018.

Free for OpsGroup, or you can purchase a copy here.

2017

Lots of important changes in 2017

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: is now defined as greater than 10nm (used to be 25nm)
Contingency Procedure: Published January 2017, a new turn-back (180) procedure is introduced – turn back to parallel previous track by 15nm.
Datalink Mandate Exemptions: Phase 2B of the Datalink mandate started on December 7, 2017 (FL350-390). Exempt: Radar airspace, Tango Routes, airspace north of 80N, and New York OCA.

2016

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.

2015

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 (ie. all NAT Tracks 350-390) now planned for December 2017.
SLOP Offsetting right of track by 1nm or 2nm became Mandatory.

Feb 1st, 2018: FSB updated the full NAT Crossing Guide “My first North Atlantic Flight is tomorrow“.

– What’s different about the NAT, changes in 2018,2017, 2016, 2015, NAT Quick Map
– Routine Flight Example #1 – Brussels to JFK (up at 5.45am)
– 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.

2018 (New) North Atlantic Plotting Chart published

5 June, 2018 / David Mumford / 0 Comments

We have published a brand new, completely updated, even more awesome North Atlantic Plotting & Planning Chart. You’re welcome!

New on this chart – effective May 29, 2018:

:: NEW! Circle of Entry – easily check what you need for Nav, Comms and ATC Surveillance across different parts of the NAT
:: NEW! Contingency procedures for lost comms, turn-back, weather deviation.
:: NEW! HLA Airspace now highlighted on chart in yellow
:: NEW! Requirements for NAT tracks, PBCS tracks, datalink mandate.
:: Updated airspace entry requirements
:: New waypoints and corrections from previous edition
:: Updated airport data, costs, and fuel pricing for 2018.

The new chart shows all the new rules and requirements in graphical format – as well as updated airport data, costs, and fuel pricing, and new waypoints and corrections from previous edition. We’ve also included our very own Circle of Entry – easily check what you need for Nav, Comms and ATC Surveillance depending on which bit of the NAT you will be flying through.

Also updated are the FSB North Atlantic companion guides that go with the chart:

The NAT Ops Guide – “My First Atlantic Flight is Tomorrow”
Mandates Quick Reference – “NAT: Choose Your Own Adventure”
Circle of Entry – NAT Airspace Entry requirements

To get the new chart, you have choices!

Option 1: Buy the chart in the Flight Service Store ($35)

Option 2: Get the chart as part of the NAT Pack ($50), which contains all the North Atlantic guides and brochures

Option 3: Join OPSGROUP, and get 1. and 2. for free.

OPSGROUP members get this and other publications by Flight Service Bureau, free of charge, and emailed directly on publication. To join with an individual, team, or airline/dept membership, check out OpsGroup2018.com.

Alternatively, to purchase a copy of the NAT chart from the online shop, click on the image below to download the more detailed PDF.

If you really need to know all there is to know about the North Atlantic right now, then the NAT Pack is your guy.

It includes:
– The current FSB North Atlantic Plotting Chart
– The FSB NAT Ops Guide “My first North Atlantic Flight is tomorrow”
– The “Circle of Entry” showing Com, Nav, and ATC requirements for the different parts of the NAT HLA
– The FSB Quick reference guide to the NAT “Choose your own adventure”.

My first North Atlantic Flight is tomorrow – NAT Ops Guide (Updated 2018)

1 March, 2018 / Declan Selleck / 8 Comments

For the latest changes and updates on the North Atlantic, including our most recent Guides and Charts, use our NAT reference page at flightservicebureau.org/NAT.

Of all the hundreds of questions we see in OPSGROUP, one region stands out as the most asked about – the NAT/North Atlantic. So, we made one of our legendary guides, to get everything into one PDF. It’s called “My first North Atlantic Flight is tomorrow” – and now we’ve updated it for 2018!

Contents:

1. What’s different about the NAT?
2. Changes in 2018, 2017, 2016, 2015
3. NAT Quick Map – Gander boundary, Shanwick boundary
4. Routine Flight Example #1 – Brussels to JFK (up at 5.45am)

5. 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
6. Diversion Airports guide: Narsarsuaq, Sondy, Kef, Glasgow, Dublin, Shannon, Lajes, Fro Bay, Goose Bay, Gander, St. Johns
7. Airport data
8. Overflight permits – routine and special

9. Special NAT procedures: Mach number technique, SLOP, Comms, Oceanic Transition Areas, A successful exit, Screwing it up, Departing from Close Airports
10. North Atlantic ATC contacts for Shanwick, Gander, Iceland, Bodo, Santa Maria, New York – ATC Phone, Radio Station Phone, AFTN, Satcom, CPDLC Logon codes; and adjoining Domestic ATC units – US, Canada, Europe.
11. NAT FPL Codes
12. NAT Flight Levels
13. Flight Plan Filing Addresses by FIR
14. Links, Questions, Guidance

Excerpt from the Routine Flight #1:

Buy a copy ($20)

Get it free – join OPSGROUP

To get your copy – there are three options:

OPSGROUP Members, login to the Dashboard and find it under “Publications > Guides”. All FSB content like this is included in your membership, or
Join OPSGROUP with an individual, team, or department/airline plan, and get it free on joining (along with a whole bunch of other stuff), or
Purchase a copy in the Flight Service Store!

PBCS: New rule on the NAT from March 29, 2018 – RCP240 and RSP180

2 February, 2018 / David Mumford / 7 Comments

Update March 16th, 2018: PBCS is turning into a PITA. After OPSGROUP input, we have an update on the latest status including rumours of delays, A056 LOA’s, and Aircraft that have failed to comply with PBCS.

For the latest changes and updates on the North Atlantic, including our most recent Guides and Charts, use our NAT reference page at flightservicebureau.org/NAT.

ICAO is introducing another acronym in the North Atlantic Region. This time, it’s PBCS (Performance Based Communication and Surveillance), and from March 29th 2018 you will need to be compliant if you want to fly on the half-tracks between FL350-390.

Initially, there will only be a maximum of three daily tracks where you will need to be PBCS-compliant between FL350-390. These will likely be the same tracks as we currently see being assigned as ‘half-tracks’ each day.

This requirement will eventually be extended to all the NAT tracks between FL350-390, but we understand that will only happen when the filing of PBCS designators on flight plans reaches the 90% mark, or 28^th March 2019 – whichever comes first. Either way, the ‘transition period’ for this PBCS implementation is set to last six months, so the roll-out of the requirement to all the tracks won’t happen until Oct 2018 at the earliest!

But from March 29th 2018, Shanwick and Gander will basically just continue the concept used in the RLatSM trial – whereby daily tracks spaced at less than 60nm from an adjacent track will be specified as a ‘PBCS Track’ and will be notified in the Track Message Remark-3.

So what is PBCS?

PBCS is the thing that will replace two trials in the NAT which are both coming to an end on March 29th:

RLAT – Reduced Lateral Separation Minimum: where a reduced lateral separation of 25 nm has been implemented on the tracks between FL350-390 (so now there are extra “half tracks” each day, spaced by one-half degree of latitude)
RLong – Reduced Longitudinal Separation Minimum: in the Shanwick Oceanic Control Area (OCA), longitudinal separation has been reduced to 5 minutes between aircraft following the same track.

When these trials end, PBCS standards will be introduced to continue to allow the application of both reduced lateral and longitudinal separation for aircraft that meet the Required Communication Performance (RCP) and Required Surveillance Performance (RSP) specifications.

How do I comply with PBCS standards?

To operate on the PBCS tracks between FL350-390, you will need to be RNP4 compliant, with CPDLC capable of RCP240, and ADS-C capable of RSP180.

But watch out! Some aircraft do have ADS-C and CPDLC but have never demonstrated RCP or RSP, and have no statement of compliance (e.g. most Honeywell Primus aircraft and several early Boeing aircraft). These aircraft may struggle to get approval to operate in PBCS airspace. Which brings us neatly on to…

Do I need PBCS approval from my state of registry?

PBCS approval will differ depending on which country operators are from.

For UK operators, check the requirements here.

US operators will need to update their LOA for Data Link Communications (A056). The FAA have published a new guide, which tells operators exactly what they need to do to get this authorisation, namely:

Submit an AFM Statement of Compliance for PBCS, showing exactly what data link communication systems you aircraft has, along with the selected performance
Since July 2016, various oceanic FIRs have been collecting data on whether certain aircraft meet RSP and RCP criteria. You need to make sure your aircraft isn’t already listed as having failed to meet these criteria, by checking here: https://www.faa.gov/air_traffic/separation_standards/pbcs_monitoring/

What new codes do I need to put down on my flight plan?

FANS 1/A CPDLC equipped aircraft planning to operate in the NAT HLA shall insert the appropriate designator (J2, J3, J4, J5 and/or J7) in Item 10a of the flight plan.
FANS 1/A CPDLC RCP 240 compliant aircraft intending to operate in the NAT HLA shall insert the designator P2 in Item 10a of the flight plan.
FANS 1/A ADS-C compliant aircraft planning to operate in the NAT HLA shall insert the designator D1 in Item 10b of the flight plan.
FANS 1/A ADS-C RSP 180 compliant aircraft planning to operate in the NAT HLA shall insert SUR/RSP180 in Item 18 of the flight plan.
RNP 4 compliant aircraft planning to operate in the NAT HLA shall insert PBN/L1 in Item 18 of the flight plan.

If I’m not eligible for PBCS, where can I go?

ATC may allow you to do either of the following, depending on how stressed/busy they are (i.e. decided on a ‘tactical basis’):

You can infringe on the daily PBCS tracks between FL350 – FL390 at only one point (including Oceanic Entry/Exit Point) i.e. cross but not join an NAT PBCS track
You can climb or descend through levels FL350 – FL390 on a PBCS track provided the climb or descent is continuous.

In their NAT OPS Bulletin 2018_001, ICAO have published a handy little picture to demonstrate this:

Further information:

For a great FAQ on all things PBCS, check out the latest FAA document here.
For more info on the PBCS implementation, check out the full UK AIC here.
To figure out where you are welcome on the NAT, depending on what equipment and training you have, check out our quick reference guide here.
Special thanks go to Mitch Launius at 30westip.com for help with this post. For assistance with international procedures training for business aviation crews worldwide, and to watch an excellent webinar about all things PBCS-related, check out the 30westip.

More NAT half-tracks are coming

22 December, 2017 / David Mumford / 0 Comments

Update Jan 23: The current phase of the trial for RLatSM Tracks will come to an end on March 29, when PBCS standards will be introduced for the NAT tracks. More info on that here.

Since Dec 2015, there have been three daily NAT tracks spaced by one-half degree between FL350-390. These are officially called ‘RLatSM Tracks’ (Reduced lateral separation minima), but we all just prefer to call them ‘Half-Tracks’.

Separating flights by one-half degree of latitude rather than the standard one degree means that aircraft can be separated laterally by 25nm, which helps improve the efficiency of North Atlantic operations.

In Jan 2018 the Half-Tracks will be expanded from the three that now run each day, first by one additional track and then (maybe) to all NAT Tracks between FL350-390 inclusive. Jan 4 is the earliest day that this might happen, but because they will be decided tactically, it will most likely be the first busy day after Jan 4.

If you want to operate on the RLatSM tracks, you’re going to need CPDLC, ADS-C, and RNP4; along with the other standard pre-requisites for operating in the NAT HLA between FL350-390: an HLA approval, TCAS 7.1, RVSM approval, two LRNS, and a working HF radio. To figure out where you are welcome on the NAT, depending on what equipment and training you have, check out our quick and dirty guide here.

One thing to be cautious of when using the half-degree tracks – most aircraft FMC’s truncate lat/long waypoints to a maximum of 7 characters, so it will often show up as the same waypoint whether you’re operating along whole or half degree waypoints. So when operating on the half-tracks, just remember to double-check the full 13-character representations of the lat/long waypoints when you enter them into the FMC.

For more details about the new RLatSM procedures, have a read of the UK AIC 087/2017 here.

CYYR/Goose Bay closed – sticky runways

9 November, 2017 / Declan Selleck / 0 Comments

CYYR/Goose Bay was closed by the Canadian Department of National Defence on Nov 8, following the discovery of a problem with their runways. During snow removal operations over the past few days, crack sealant was found on vehicles after they were used on the runways. Specialists are en-route to Goose Bay to assess the situation.

Runway 08/26 has been completely closed, and Runway 16/34 has closed to all except Medevac flights, with a shortened Landing Distance Available of 7600 feet.

The Airport has said that emergency flights will be considered on a “case by case basis”. However, for now, carrying CYYR as an ETOPS alternate does not make sense.

Current Notams show the airport closure has been extended until 2359Z today, Nov 9, though that may still be extended further.

A5669/17 - RWY 08/26 CLSD. 08 NOV 23:16 2017 UNTIL 09 NOV 23:59 2017. CREATED: 08 NOV 23:17 2017

A5670/17 - RWY 16/34 AVBL MEDEVAC ONLY WITH:  
FIRST 1980 FT RWY 34 CLSD. THR 34 IS RELOCATED 1980 FT.
DECLARED DIST:
RWY 34 TORA 7600 TODA 8600 ASDA 7600 LDA 7600
RWY 16 TORA 7600 TODA 7600 ASDA 7600 LDA 7600. 08 NOV 23:16 2017 UNTIL 09 NOV
23:59 2017. CREATED: 08 NOV 23:20 2017

NAT Airspace Closures

18 October, 2017 / David Mumford / 0 Comments

Update 18th Oct: No more events are planned at this time. However, we will keep this page updated with the latest news as we get it.

Sections of NAT airspace are set to close on various different dates in October. This is all due to U.S. and NATO joint military exercise that’s going on, called Formidable Shield, which will mean huge chucks of airspace will be closed to civil ops for many hours.

The basics for each event are the same:

Airspace closed, SFC-UNL.
Aircraft capable of flying in MNPS airspace will have to keep at least 30nm away from the area, other aircraft will need to keep 60nm away.

Event 1 – Happened on 25th Sep.

Event 2 – Happened on 7th Oct.

Event 4 – Happened on 15th Oct. (Yes, Event 4 happened before Event 3 – just to confuse us!)

Event 3 – Happened on 17th Oct.

NAT Changes in the last 12 months

5 October, 2016 / Declan Selleck / 0 Comments

A constantly evolving airspace: It’s been busy on the NAT! And not just traffic wise – there have been a record number of procedural and regulatory changes in the last 12 months. Here they are, in order of significance:

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Tag: North Atlantic (page 1 of 3)

First look at NAT changes for 2019

Your top three PBCS questions answered

Question 1: What happens if I still haven’t received my updated A056 LOA?

Question 2: What about that problem with aircraft with Honeywell systems installed?

Question 3: What the heck is PBCS anyway?

North Atlantic 2018 Operational Changes – Shanwick, Gander, Iceland, Santa Maria, New York – and the NAT HLA

2018

2017

2016

2015

2018 (New) North Atlantic Plotting Chart published

My first North Atlantic Flight is tomorrow – NAT Ops Guide (Updated 2018)

PBCS: New rule on the NAT from March 29, 2018 – RCP240 and RSP180

More NAT half-tracks are coming

CYYR/Goose Bay closed – sticky runways

NAT Airspace Closures

NAT Changes in the last 12 months

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Tag: North Atlantic (page 1 of 3)

Question 1: What happens if I still haven’t received my updated A056 LOA?

Question 2: What about that problem with aircraft with Honeywell systems installed?

Question 3: What the heck is PBCS anyway?

2018

2017

2016

2015

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New North Atlantic Plotting Chart

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