{"id":1371,"date":"2026-03-19T00:01:09","date_gmt":"2026-03-19T04:01:09","guid":{"rendered":"https:\/\/ops.group\/blog\/?p=1371"},"modified":"2026-03-26T09:32:40","modified_gmt":"2026-03-26T13:32:40","slug":"nat","status":"publish","type":"post","link":"https:\/\/ops.group\/blog\/nat\/","title":{"rendered":"Timeline of North Atlantic Changes"},"content":{"rendered":"<div style=\"background-color: #f8f8f8; border-left: 5px solid #ec5645; padding: 8px; color: #333; font-family: Helvetica,Arial,sans-serif; font-size: 15px; margin-bottom: 20px; margin-top: 0px;\">\n<p><strong>This page has a timeline of big NAT changes<\/strong>, for the six Oceanic Area Control Centres (OACC&#8217;s): EGGX\/Shanwick, CZQX\/Gander, BIRD\/Iceland, ENOB\/Bod\u00f8, LPPO\/Santa Maria, and KZWY\/New York Oceanic.<\/p>\n<\/div>\n<h3>2026<\/h3>\n<ul>\n<li><strong>OCR still not fully implemented.<\/strong> Most NAT FIRs now operate \u201cNo Oceanic Clearance Required\u201d, but Shanwick still requires a clearance and is not expected to implement OCR until after summer 2026. <a href=\"https:\/\/ops.group\/blog\/new-nat-doc-007-north-atlantic-changes-from-march-2026\/\" target=\"_blank\" rel=\"noopener\">More info.<\/a><\/li>\n<li><strong>No RCL for Reykjavik.<\/strong> Reykjavik no longer requires an RCL. If you send one, they\u2019ll tell you it\u2019s not needed. Flights exiting Reykjavik into Gander or Shanwick are coordinated automatically &#8211; no extra RCL required. <a href=\"https:\/\/ops.group\/blog\/new-nat-doc-007-north-atlantic-changes-from-march-2026\/\" target=\"_blank\" rel=\"noopener\">More info.<\/a><\/li>\n<li><strong>ETO replaces ETA.<\/strong> RCL timing now uses ETO (Estimated Time Over the OEP) instead of ETA &#8211; more precise and aligned with how ATC separates traffic. <a href=\"https:\/\/ops.group\/blog\/new-nat-doc-007-north-atlantic-changes-from-march-2026\/\" target=\"_blank\" rel=\"noopener\">More info.<\/a><\/li>\n<li><strong>FLAS removed.<\/strong> There is no longer a published Flight Level Allocation Scheme. You can plan any level, but expect less predictability and more tactical level changes. <a href=\"https:\/\/ops.group\/blog\/new-nat-doc-007-north-atlantic-changes-from-march-2026\/\" target=\"_blank\" rel=\"noopener\">More info.<\/a><\/li>\n<li><strong>GNSS interference now a normal NAT risk.<\/strong> Jamming and spoofing are treated as routine. Even if position recovers, timing and surveillance may not &#8211; tell ATC early (usually in the RCL). <a href=\"https:\/\/ops.group\/blog\/new-nat-doc-007-north-atlantic-changes-from-march-2026\/\" target=\"_blank\" rel=\"noopener\">More info.<\/a><\/li>\n<\/ul>\n<h3>2025<\/h3>\n<ul>\n<li><strong>Shanwick OCR delayed.<\/strong> Transition to Oceanic Clearance Removal pushed to after summer 2026 following issues seen during Gander\u2019s rollout. <a href=\"https:\/\/ops.group\/blog\/shanwick-delays-ocr-until-post-summer-2026\/\" target=\"_blank\" rel=\"noopener\">More info.<\/a><\/li>\n<li><strong>ADS-B required in Reykjavik FIR.<\/strong> ADS-B is now mandatory across the entire BIRD FIR for IFR flights. <a href=\"https:\/\/ops.group\/dashboard\/wp-content\/uploads\/2025\/10\/Iceland-AIC-1-25.pdf\" target=\"_blank\" rel=\"noopener\">More info.<\/a><\/li>\n<li><strong>Greenland alternates changing.<\/strong> BGGH\/Nuuk is now open to regular jet traffic. BGBW\/Narsarsuaq is expected to close in 2026. <a href=\"https:\/\/ops.group\/blog\/greenland-nat-alternates-march-2026-update\/\" target=\"_blank\" rel=\"noopener\">More info.<\/a><\/li>\n<li><strong>Gander back to voice for pre-oceanic changes.<\/strong> CPDLC removed for pre-entry route changes &#8211; expect VHF voice instead. <a href=\"https:\/\/ops.group\/blog\/back-to-the-radio-gander-goes-voice-only-pre-oceanic\/\" target=\"_blank\" rel=\"noopener\">More info.<\/a><\/li>\n<li><strong>Blue Spruce concept removed.<\/strong> The formal Blue Spruce Routes were removed from NAT Doc 007, although VHF routings still exist in practice. <a href=\"https:\/\/ops.group\/blog\/blue-spruce-routes\/\" target=\"_blank\" rel=\"noopener\">More info.<\/a><\/li>\n<li><strong>GNSS interference procedures introduced.<\/strong> NAT Ops Bulletin 01\/2025 sets out what to do if affected by spoofing or jamming &#8211; advise ATC early to avoid reroutes or level restrictions. <a href=\"https:\/\/ops.group\/blog\/spoofed-before-the-nat-heres-what-to-do\/\" target=\"_blank\" rel=\"noopener\">More info.<\/a><\/li>\n<\/ul>\n<h3>2024<\/h3>\n<ul>\n<li><strong>OCR rollout began.<\/strong> Transition to \u201cNo Oceanic Clearance Required\u201d started across the NAT &#8211; but not all FIRs implemented it fully. <a href=\"https:\/\/ops.group\/blog\/gander-eastbound-rcl-checklist\/\" target=\"_blank\" rel=\"noopener\">More info.<\/a><\/li>\n<li><strong>Shanwick OCR postponed.<\/strong> Shanwick delayed implementation and remains the main FIR still issuing oceanic clearances. <a href=\"https:\/\/ops.group\/dashboard\/post\/nat-update-oceanic-clearance-removal\/\" target=\"_blank\" rel=\"noopener\">More info.<\/a><\/li>\n<li><strong>Comms failure simplified.<\/strong> Updated procedures made RCF handling more straightforward. <a href=\"https:\/\/ops.group\/blog\/nat-changes-2024-no-more-oceanic-clearances\/\" target=\"_blank\" rel=\"noopener\">More info.<\/a><\/li>\n<li><strong>Squawk 2000 standardised.<\/strong> Squawk 2000 ten minutes after the OEP across the NAT. Exceptions: Reykjavik CTA and Bermuda radar &#8211; retain assigned code while under surveillance. <a href=\"https:\/\/ops.group\/blog\/nat-changes-2024-no-more-oceanic-clearances\/\" target=\"_blank\" rel=\"noopener\">More info.<\/a><\/li>\n<\/ul>\n<h3>2023<\/h3>\n<ul>\n<li><strong>WATRS renamed WAT.<\/strong> FAA updated terminology for North Atlantic airspace. <a href=\"https:\/\/ops.group\/blog\/north-atlantic-update-wat-happened-to-watrs\/\" target=\"_blank\" rel=\"noopener\">More info.<\/a><\/li>\n<li><strong>Datalink exempt area reduced.<\/strong> The northern exemption no longer extends as far south &#8211; previously down to SAVRY, now only to EMBOK. This means more of the Greenland sector controlled by Gander requires datalink. <a href=\"https:\/\/ops.group\/blog\/nat-datalink-exempt-airspace-changes-2023\/\" target=\"_blank\" rel=\"noopener\">More info.<\/a><\/li>\n<\/ul>\n<h3>2022<\/h3>\n<ul>\n<li><strong>Tracks start at FL340.<\/strong> NAT Tracks are no longer published at FL330 and below, giving more flexibility for random routing at lower levels. <a href=\"https:\/\/ops.group\/blog\/tracking-the-nat-track-changes\/\" target=\"_blank\" rel=\"noopener\">More info.<\/a><\/li>\n<li><strong>HF datalink no longer counts as Satcom.<\/strong> You must use Inmarsat or Iridium for NAT DLM compliance &#8211; HF ACARS alone is not sufficient. <a href=\"https:\/\/ops.group\/dashboard\/wp-content\/uploads\/2022\/06\/NAT-OPS-Bulletin-2017_004Rev02.pdf\" target=\"_blank\" rel=\"noopener\">More info.<\/a><\/li>\n<\/ul>\n<h3>2021<\/h3>\n<ul>\n<li><strong>Max uplink delay standardised.<\/strong> Expect \u201cSET MAX UPLINK DELAY VALUE TO 300 SECONDS\u201d on each CPDLC logon to a new OACC. <a href=\"https:\/\/ops.group\/blog\/july-2021-north-atlantic-changes\/\" target=\"_blank\" rel=\"noopener\">More info.<\/a><\/li>\n<\/ul>\n<h3>2020<\/h3>\n<ul>\n<li><strong>Datalink mandate introduced.<\/strong> CPDLC and ADS-C are required between FL290-410 across most of the NAT, with exemptions including north of 80N, surveillance airspace, and New York Oceanic East. <a href=\"https:\/\/ops.group\/blog\/data-link-mandate\/\" target=\"_blank\" rel=\"noopener\">More info.<\/a><\/li>\n<\/ul>\n<h3>2019<\/h3>\n<ul>\n<li><strong>Micro-SLOP introduced.<\/strong> Aircraft can now offset up to 2.0NM right of track in 0.1NM increments. <a href=\"https:\/\/ops.group\/blog\/natdoc7-3rd-edition-2019\/\" target=\"_blank\" rel=\"noopener noreferrer\">More info.<\/a><\/li>\n<li><strong>ASEPS separation reduced.<\/strong> Lateral separation reduced to 19NM for fully PBCS-compliant aircraft with ADS-B, RNP4, RCP240, and RSP180. <a href=\"https:\/\/www.icao.int\/EURNAT\/EUR%20and%20NAT%20Documents\/NAT%20Documents\/NAT%20OPS%20Bulletins\/NAT%20OPS%20Bulletin%202019_002.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">Read the ICAO Bulletin.<\/a><\/li>\n<li><strong>Free speed (OWAFS).<\/strong> \u201cResume Normal Speed\u201d allows variable Mach within limits &#8211; advise ATC if it changes by 0.02 or more. <a href=\"https:\/\/www.icao.int\/EURNAT\/EUR%20and%20NAT%20Documents\/NAT%20Documents\/NAT%20OPS%20Bulletins\/NAT%20OPS%20Bulletin%202019_001.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">Read the ICAO Bulletin<\/a> and <a href=\"https:\/\/ops.group\/blog\/variable-mach-nat\/\" target=\"_blank\" rel=\"noopener noreferrer\">check out our article<\/a>.<\/li>\n<li><strong>PBCS tracks expanded.<\/strong> More daily PBCS tracks were introduced. Initially these were FL350-390, though current procedures now allow tactical expansion higher or lower. <a href=\"https:\/\/ops.group\/blog\/pbcs-what-where-and-how\/\" target=\"_blank\" rel=\"noopener noreferrer\">More info.<\/a><\/li>\n<li><strong>Contingency procedures updated.<\/strong> New contingency and weather deviation procedures 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. <a href=\"https:\/\/ops.group\/blog\/new-nat-contingency-procedures-for-2019\/\" target=\"_blank\" rel=\"noopener\">More info.<\/a><\/li>\n<\/ul>\n<h3>2018<\/h3>\n<ul>\n<li><strong>PBCS introduced.<\/strong> From March 2018, PBCS became a requirement for the daily mandated PBCS NAT Tracks. For the NAT, this means having both RCP240 and RSP180, along with RNP4. <a href=\"https:\/\/ops.group\/blog\/pbcs-what-where-and-how\/\" target=\"_blank\" rel=\"noopener noreferrer\">More info.<\/a><\/li>\n<li><strong>RLAT expanded.<\/strong> From Jan 2018, Shanwick and Gander expanded half-degree spacing on more tracks before RLAT was replaced by PBCS terminology. <a href=\"https:\/\/ops.group\/blog\/nat-circle-of-change\/\" target=\"_blank\" rel=\"noopener noreferrer\">More info.<\/a><\/li>\n<\/ul>\n<h3>2017<\/h3>\n<ul>\n<li><strong>SLOP mandatory.<\/strong> Offsetting right of track became standard NAT practice. <a href=\"https:\/\/ops.group\/blog\/enroute-a380-wake-flips-challenger-604-upside-down\/\" target=\"_blank\" rel=\"noopener\">Why it matters.<\/a><\/li>\n<li><strong>TCAS 7.1 required.<\/strong> From Jan 2017, TCAS 7.1 became mandatory throughout the entire NAT region.<\/li>\n<li><strong>No fixed cruising levels required.<\/strong> ICAO hemispheric cruising levels no longer need to be followed in NAT airspace.<\/li>\n<li><strong>Gross Nav Error tightened.<\/strong> This is now defined as greater than 10NM, instead of 25NM elsewhere.<\/li>\n<li><strong>Initial datalink mandate.<\/strong> Since Dec 2017, datalink became mandatory at FL350-390, with exemptions including Tango Routes, airspace north of 80N, surveillance airspace, Blue Spruce routes, and New York Oceanic.<\/li>\n<\/ul>\n<h3>2016<\/h3>\n<ul>\n<li><strong>Confirm Assigned Route message introduced.<\/strong> Introduced in Aug 2016, this CPDLC message requires crews to confirm the planned NAT route and helps catch routing errors early.<\/li>\n<li><strong>NAT HLA introduced.<\/strong> MNPS was renamed NAT HLA in Feb 2016. Aircraft must be RNP4 or RNP10, and previous MNPS approvals remained valid through 2020.<\/li>\n<\/ul>\n<h3>2015<\/h3>\n<ul>\n<li><strong>RLAT introduced.<\/strong> Starting in Dec 2015, spacing on core NAT Tracks was reduced to half-track spacing (30NM). <a href=\"https:\/\/ops.group\/blog\/nat-circle-of-change\/\" target=\"_blank\" rel=\"noopener noreferrer\">More info.<\/a><\/li>\n<li><strong>SLOP becomes mandatory.<\/strong> Routine right offsets of 1NM or 2NM were introduced to reduce collision risk.<\/li>\n<\/ul>\n","protected":false},"excerpt":{"rendered":"<p>This page has a timeline of big NAT changes, for the six Oceanic Area Control&#8230;<\/p>\n","protected":false},"author":24,"featured_media":8877,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[3],"tags":[21,20],"class_list":{"0":"post-1371","1":"post","2":"type-post","3":"status-publish","4":"format-standard","5":"has-post-thumbnail","7":"category-briefings","8":"tag-nat","9":"tag-north-atlantic"},"_links":{"self":[{"href":"https:\/\/ops.group\/blog\/wp-json\/wp\/v2\/posts\/1371","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/ops.group\/blog\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/ops.group\/blog\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/ops.group\/blog\/wp-json\/wp\/v2\/users\/24"}],"replies":[{"embeddable":true,"href":"https:\/\/ops.group\/blog\/wp-json\/wp\/v2\/comments?post=1371"}],"version-history":[{"count":68,"href":"https:\/\/ops.group\/blog\/wp-json\/wp\/v2\/posts\/1371\/revisions"}],"predecessor-version":[{"id":30069,"href":"https:\/\/ops.group\/blog\/wp-json\/wp\/v2\/posts\/1371\/revisions\/30069"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/ops.group\/blog\/wp-json\/wp\/v2\/media\/8877"}],"wp:attachment":[{"href":"https:\/\/ops.group\/blog\/wp-json\/wp\/v2\/media?parent=1371"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/ops.group\/blog\/wp-json\/wp\/v2\/categories?post=1371"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/ops.group\/blog\/wp-json\/wp\/v2\/tags?post=1371"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}