NAT Operations

MNPSA

Contents
Page 2 - MNPS Airspace
Page 4 - New York ARTCC
Page 6 - Flights in the WATRS area
Page 7 - Flights entering New York via San Juan, Piarco
Page 10 - Gander Area Control Centre
Page 10 - Entering Gander OCA between KENKI, VODOR
Page 12 - Santa Maria OACC
Page 13 - Flights entering Santa Maria
Page 13 - Reykjavik Centre
Page 14 - Entering Reykjavik Oceanic
Page 20 - Scottish and Oceanic ACC
Page 21 - Entering Shanwick
Page 30 - Bod
Page 31 - Entering Bod
Page 33 - Northern Oceanic Transition Area (NOTA)

Extracted from NAT MNPSA Operations Manual Edition 2005.

The full Manual can be retrieved from: www.nat-pco.org

MINIMUM NAVIGATION
PERFORMANCE
SPECIFICATION AIRSPACE
The vertical dimension of MNPS Airspace is between FL285 and FL420 (i.e. in terms of normally
used crusing levels, from FL290 to FL410 inclusive).
The lateral dimensions include the following Control Areas (CTAs):
REYKJAVIK (to the North Pole)
SHANWICK, GANDER and SANTA MARIA OCEANIC
NEW YORK OCEANIC North of 27N but excluding the area west of 60W and south of 3830'N
Some idea of these dimensions can be obtained from the map on the cover and the maps in
Chapters 2 and 3. However, for specific dimensions, reference should be made to ICAO Regional
Supplementary Procedures (Doc. 7030) -NAT/RAC.
(available at http://www.nat-pco.org ).
Pilots MUST NOT fly across the North Atlantic within MNPS Airspace, nor at flight levels 290 to
410 inclusive anywhere within the NAT Region, unless they are in possession of the appropriate
Approval(s) issued by the State of Registry or the State of the Operator.

The North Atlantic is the busiest oceanic airspace in the world. In 2004 more than 370,000 flights
crossed the North Atlantic and the annual traffic growth rates are now returning to the typical
figures of between 5 and 10%. For the most part in the North Atlantic, Direct Controller Pilot
Communications (DCPC) and Radar Surveillance are unavailable. Aircraft separation assurance
and hence safety are nevertheless ensured by demanding the highest standards of horizontal and
vertical navigation performance/accuracy and of operating discipline. Within NAT MNPS Airspace
a formal Approval Process by the State of Registry of the aircraft or the State of the Operator
ensures that aircraft meet defined MNPS Standards and that appropriate crew procedures and
training have been adopted.

Chapter 12: A Check List for Pilots Not Familiar With Operations in NAT MNPS Airspace
12.1 To assist those pilots who are less familiar with operating in NAT MNPS Airspace, the
following short check list has been prepared:
(1) Are you sure that your State of Registry has granted approval for both RVSM and MNPS
operations in connection with this flight by this aircraft ? (See Chapter 1: Operational Approval and
Aircraft System Requirements for Flight in the NAT MNPS Airspace)
(2) If it has, are the letters X' and W' in Item 10 of your flight plan?
(3) If you are intending to follow an organised track, and bearing in mind that the OTS changes
every 12 hours, do you have a copy of the valid track message, including when applicable, any
"TMI Alpha Suffixed" changes to it? (See THE NAT TRACK MESSAGE in Chapter 2: The
Organised Track System (OTS)
(4) Are you familiar with the Mach Number Technique? (See Chapter 7: Application of Mach
Number Technique)
(5) Have you had an accurate time check referenced to UTC, and is the system you will be using on
the flight deck for MNPS operation also accurately referenced to UTC? Is this time accuracy going
to be maintained for the planned duration of the flight ? (See Chapter 8 - Importance of Accurate
Time)
(6) If using GPS, have you checked the latest NOTAMs regarding the serviceability of GPS
satellites and have you performed a Satellite Navigation Availabilty Prediction Programme
analysis? (See Chapter 8: MNPS Flight Operation & Navigation Procedures)
(7) If flying via the special Greenland/Iceland routes, have you checked the serviceability of your
one remaining LRNS and of your short range navigation systems plus the ground navigation aids
which you will use? (See Chapter 10 - Partial or Complete Loss of Navigation/FMS Capability by
Aircraft having State Approval for Unrestricted Operations in MNPS Airspace)
(8) If flying a non-HF equipped aircraft, is your route approved for VHF only? (See Chapter 4,
Flights Planning to Operate Without HF Communications, paragraph- 4.2.11.)
(9) If flying other than on the special routes, are you sure that both your LRNSs are fully
operational?
(10) Have you planned ahead for any actions you might need to take should you suffer a failure of
one LRNS? (See Chapter 10: - Procedures in the Event of Navigation System Degradation or
Failure).
(11) Are you sure that both your primary altimetry systems and at least one altitude alerter and one
autopilot are fully operational ?
(12) Are you familiar with the required procedures for flight at RVSM levels? (See Chapter 9).

12.2 If, as a pilot, you have any doubt about your answers to these questions, it may be necessary
for you to consult with the Civil Aviation Department of your State of Registry.

The Control Centers

NEW YORK ARTCC
New York Air Route Traffic Control Center is located in Ronkonkoma, New York, USA, adjacent
to Long Island McArthur Airport (KISP). It handles domestic traffic between Boston, Washington,
and Cleveland, as well as oceanic traffic.

New York Oceanic handles aircraft flying several different crossing routes. Aircraft operating
between the USA and Europe, Caribbean and Europe, and the northeast USA and the Caribbean are
handled daily. North Atlantic Tracks are sometimes used between points in the USA and Bermuda
to Europe, dependent on jet stream location. New York Oceanic is comprised of approximately
3,257,000 square miles of airspace.

New York Oceanic (FANS LOGON KZWY) uses the Ocean21 (ATOP) flight processor which
incorporates ADS and CPDLC functionality throughout the entire New York Oceanic Area. HF
communication is provided by Aeronautical Radio (ARINC).

Entering New York Oceanic via DOVERY, JOBOC or SLATIN

Clearances
Clearance will be issued by domestic controller on VHF prior to the entry points and while still
within radar cover.

Flights routing A699 and A700 via FOCUS and ENGLE will not receive their clearances from
New York. These flights are provided with a radar service by Gander Control and will receive their
oceanic clearances from Gander prior to leaving radar cover.

Flights transiting from WATRS to MNPS airspace north of Bermuda, but not entering Gander
radar area (e.g. A647 KWLTY 40N060W 41N050W) will receive their clearance on HF/CPDLC
prior to entering MNPS airspace.

Speed and altitude changes issued in the clearance are expected to be carried out at the time the
clearance is received. The clearance will not be issued if there is conflicting traffic in the vicinity.

Clearance not received before the boundary.

If a flight has not received an OAC by the MNPS boundary or has a question on their flight profile,
they are expected to continue on the last cleared route and level and ask for clarification. Flights
are NOT expected to enter hold. In the event of a total loss of communications, where it is clear
that no further communications will be possible, flights should adhere to the published loss of
communications procedures.

FANS Aircraft
FANS equipped aircraft should log on to KZWY 15 to 45 minutes before the entry point. These
flights will receive an ADS contract and CPDLC connection and should adhere to NAT Data Link
Guidance Material. All communications between New York and aircraft with a CPDLC connection
will be made using CPDLC, including clearance issue.

SELCAL Check
All flights, including those using CPDLC, are required to establish communications with New York
Aeradio on the HF frequency notified and carry out a SELCAL check if SELCAL is to be used.

CDDLC Flights
When carrying out the SELCAL check, if a flight has a CPDLC connection with New York (New
York is the active center) the appropriate phraseology for the SELCAL check is as one of the
following examples.

NEW YORK RADIO, AIRLINE 123 C-P-D-L-C, GANDER NEXT, REQUEST SELCAL CHECK
CKFM
Or
NEW YORK RADIO, AIRLINE 123 C-P-D-L-C, SANTA MARIA NEXT, REQUEST SELCAL
CHECK CKFM

Flights in the WATRS area

Clearances
Flights do not require an oceanic clearance to operate in the WATRS area. Flights which
subsequently enter MNPS airspace can expect to receive an oceanic clearance as follows.

Flights overflying Bermuda TCA will receive an oceanic clearance on VHF while still within radar
cover.

Flights transiting from WATRS to MNPS airspace south of Bermuda TCA will receive their
clearances on HF/CPDLC prior to entering MNPS airspace.

Flights transiting from WATRS to MNPS airspace north of Bermuda, but not entering Gander radar
area (e.g. A7647 KWLTY 40N060W 41N050W) will receive their clearances on HF/CPDLC prior
to entering MNPS airspace.

Flights routing A699 and A700 via FOCUS and ENGLE will not receive their clearances from
New York. These flights are provided with radar service by Gander Control and will receive their
oceanic clearances from Gander prior to leaving radar cover.

Speed and altitude changes issued in the clearance are expected to be carried out at the time
clearance is received. The clearance will not be issued if there is conflicting traffic in the vicinity.

Clearance not received before the Boundary.

If a flight has not received an OAC by the MNPS boundary or has a question on their flight profile,
they are expected to continue on the last cleared route and level and ask for clarification. Flights
are NOT expected to enter hold.

FANS Aircraft
FANS equipped aircraft should log on to KZWY 15 to 45 minutes before the entry point. These
flights will receive an ADS contract and CPDLC connection and should adhere to NAT Data Link
Guidance Material. All communications between New York and aircraft with a CPDLC connection
will be made using DPDLC, including clearance issue.

SELCAL Check
All flights, including those using CPDLC, are required to establish communications with New York
Aeradio on the HF frequency notified and carry out a SELCAL check if SELCAL is to be used.

CPDLC Flights
When carrying out the SELCAL check, if a flight has a CPDLC connection with New York (New
York is the active center) the appropriate phraseology for the SELCAL check is in one of the
following examples.

NEW YORK RADIO, AIRLINE 123 C-P-D-L-C, GANDER NEXT, REQUEST SELCAL CHECK
CKFM
Or
NEW YORK RADIO, AIRLINE 123 C-P-D-L-C, SANTA MARIA NEXT, REQUEST SELCAL
CHECK CKFM

Flights entering New York OCA from San Juan and Piarco

Clearances
Flights departing from TJSJ will receive their oceanic clearances from San Juan

Flights entering New York OCA from San Juan and departing from airports other than TJSJ
will receive their oceanic clearances from New York prior to entering MNPS airspace.

Flights entering New York OCA from Piarco FIR will receive their oceanic clearances from Piarco
ACC.

Clearance not received before the boundary.

If a flight has not received an OAC by the MNPS boundary or has a question on their flight profile,
they are expected to continue on the last cleared route and level and ask for clarification. Flights
are NOT expected to enter hold. In the event of a total loss of communications, where it is clear
that no further communications will be possible, flights should adhere to the published loss of
communications procedures.

FANS Aircraft
FANS equipped aircraft should log on to KZWY 15 to 45 minutes before the entry point. These
flights will receive an ADS contract and CPDLC connection and should adhere to NAT Data Link
Guidance Material. All communications between New York and aircraft with a CPDLC connection
will be made using CPDLC, including clearance issue.

SELCAL Check
All flights, including those using CPDLC, are required to establish communications with New York
Aeradio on the HF frequency notified and carry out a SELCAL check if SELCAL is to be used.

CDDLC Flights
When carring out the SELCAL check, if a flight has a CPDLC connection with New York (New
York is the active center) the appropriate phraseology for the SELCAL check is in one of the
following examples.

NEW YORK RADIO, AIRLINE 123 C-P-D-L-C, GANDER NEXT, REQUEST SELCAL CHECK
CKFM
Or
NEW YORK RADIO, AIRLINE 123 C-P-D-L-C, SANTA MARIA NEXT, REQUEST SELCAL
CHECK CKFM

GANDER Area Control Centre

Air Traffic Services have been provided in the Gander Oceanic Control Area (OCA) from the
Gander Area Control Centre since 1950 when control of the OCA was assigned to Canada by
ICAO. These services are provided by Nav Canada.

The Gander ACC is located at Gander, Newfoundland and, in addition to providing Air Traffic
Services to domestic traffic, handles over 1000 flights per day during peak periods. The flows of
traffic through the Gander and Shanwick OCAs are the busiest procedural traffic flows in the
world. 80% of all North Atlantic traffic flows through these two OCAs, a total that represents
some 65% of all the world's oceanic traffic.

CURRENT DEVELOPMENTS (2005)

The Flight Data Processing System (GAATS) was conceived in 1969 and has been evolved since
then to become one of the most technology advanced air traffic systems in the world. Development
is a continuous process as a new technology and air traffic control procedures appear. GAATS
form the basis of the SAATS system which is being developed for use in Shanwick OCA.

Entering Gander OCA between KENKI and VODOR

Clearances
KENKI to MOATT

For aircraft that will transmit the Montreal FIR and enter directly into the Gander OCA, aircraft
will receive their ocean clearance from Montreal Control.

Aircraft on a track LAKES MOATT will receive clearance from Montreal Control.

Aircraft entering Gander OCA from Montreal FIR on, or east of, a track LOMTA direct 60N060W
will receive clearance from Gander (domestic) Control.

MOATT to VODOR

During the published clearance delivery hours (2330 until 0730 UTC)

All eastbound oceanic flights (including data linked equipped aircraft) operating above FL 280 that
transit the Gander Domestic FIR/CTA shall contract clearance delivery on the appropriate clearance
delivery frequency as published in the remarks section of the eastbound NAT track message.
Contact should be made when within 200 NM of the frequency published for their route of flight.
Aircraft that exit NY OCA via BOBTU will receive their ocean clearance via Gander (domestic)
Control.

Outside the published clearance delivery hours

All eastbound aircraft will receive their own clearance via:

Moncton Control, if they transit Moncton FIR

Gander (domestic) Control if they:
Exit New York OCA via BOBTU,
or
Exit Montreal FIR and transit Gander Domestic FIR/CTA before entering Gander
OCA.

Clearance not received before the boundary.

If a flight is close to the Gander OCA boundary and has not received a clearance, the pilot should
notify the current controller and request instructions. If a clearance cannot be received due to total
radio failure, where it is clear that no further communications will be possible, loss of
communications procedures should be followed.

FANS Log On
FANS equipped aircraft should log on to CZQX 15 to 45 minutes before the entry point.

SELCAL Check

All flights, including those using CPDLC, are required to establish communications with Gander
Aeradio on the HF frequency notified and carry out a SELCAL check, if SELCAL is to be used.

CPDLC Flights
When carrying out the SELCAL check, if a flight has a CPDLC connection with Gander (Gander is
the active center), the appropriate phraseology for the SELCAL check is as one of the following
examples.

SHANWICK RADIO, AIRLINE 123 C-P-D-L-C, SHANWICK NEXT, REQUEST DELCAL

CHECK CKFM
Or
SHANWICK RADIO, AIRLINE 123 C-P-D-L-C, SANTA MARIA NEXT, REQUEST DELCAL
CHECK CKFM
Or
SHANWICK RADIO, AIRLINE 123 C-P-D-L-C, REYKJAVIK NEXT, REQUEST DELCAL
CHECK CKFM
Or
SHANWICK RADIO, AIRLINE 123 C-P-D-L-C, NEW YORK NEXT, REQUEST DELCAL
CHECK CKFM

Santa Maria OACC

Since 1946, Portugal has been providing Air Traffic services for aircraft flying over the North
Atlantic. These services are provided by Nav Portugal within the Santa Maria Oceanic Control
Area (OCA), responsibility for which is assigned to Portugal by ICAO.

The Santa Maria OCA is controlled from the Santa Maria Oceanic Area Control Centre, located on
the island of Santa Maria in the Azores. The Aeronautical Radio station is located at the same
facility.

The Santa Maria Control Centre not only provides Air traffic Services for Santa Maria OCA but
also for the Azores TMA. Oceanic traffic is mainly on random routes between Europe/Iberian

Peninsula/Africa and North American/Caribbean together with traffic inbound and outbound to the
Azores.

Flights Entering Santa Maria

Clearances
Clearances should be requested through Santa Maria Radio on HF, or, when within range of
transmitters on the Portuguese mainland VHF 132.075. For flights departing Azores aerodromes
VHF 127.900 is available to flights within range of transmitters.

Flights entering through Madrid, Lisbon, Canarias, Cape Verde and Piarco FIRs should request
a clearance not later than 40 minutes before the estimate the Santa Maria entry point.

Flights departing aerodromes close to the Santa Maria Boundary (e.g. Lisbon, Porto, Faro,
Madeira, Santiago, Canarias) should request clearance as soon as possible after departure.

Flights departing from Azores aerodromes should request clearance 20 minutes before departure.

After requesting or receiving a clearance, flights should notify Santa Maria if their estimate for the
entry point changes by 3 minutes or more.

Pilots are reminded that:

Clearances are effective only from the boundary point specified in the clearance.
If a level or route change is required to comply with the clearance, pilots must request the change
from the domestic controller.

Reykjavik Centre
The Reykjavik Air Traffic Control Centre is located in Reykjavik and provides air traffic services
to both domestic and oceanic traffic in the Reykjavik FIR (BIRD). In addition, the center serves
high level traffic (above 20,000 feet) in the bulk of the Sndrestrm FIR (BGGL).

In 2004 the center served approximately 85,000 international movements, on a busy summer day
the airspace is transited by 400 to 500 aircraft. In addition to the main axis served (Europe to the

Midwest and west coast of North America), the flow to the North American east coast sometimes
swings north into the airspace. Some growth has recently been observed in traffic at high latitudes
between Eastern Europe and North America.

CURRENT DEVELOPMENTS

The center has recently commenced participation in the NAT CPDLC Operational Trials. This
function is fully integrated into the Flight Data Processing System and the goal is to modify the
system's HMI to make it transparent to the controller whether an aircraft is using CPDLC or voice
communications through an aeradio facility.

In addition to CPDLC, the system now support ADS locally (as opposed to CADS), this will ease
the transition to a full ADS implementation using interval-based reporting (which is supported by
the FDPS). This will be further enhanced by a recently developed function which injects into the
FDPS position reports derived from radar data.

Approval has recently been given to a plan to implement ADS-B ground stations to supplement the
radar coverage that already exists. If the results of this are positive it is anticipated that the
advantage will be taken of the extensive landmasses of Iceland, Greenland and the Faroe Islands to
expand ADS-B coverage.

Implementation of data-link oceanic clearance delivery system is planned, this will be a fully
integrated function of the FDPS.

Entering Reykjavik Oceanic (BIRD) from Scottish (EGPX) or

Stavanger (ENSV) FIRs.
Clearances
The Crew should advise the domestic controller of the requested entry flight level and speed, this
information will then be forwarded to Reykjavik. The oceanic clearance will normally be issued
through Iceland Radio, eighter on GP VHF or HF. Under certain circumstances the flight may
receive the oceanic clearance directly from the Reykjavik controller on direct controller/pilot
(DCPC) frequencies.

Clearance not received before the boundary.

If a flight has not received its oceanic clearance before the Reykjavik boundary the crew should
seek confirmation from the domestic controller of their authorization to enter Reykjavik airspace.
Such an authorization is normally issued and the oceanic clearance delivered after entry to the
airspace. If this is not the case then the domestic controller is expected to issue the appropriate
instructions to the flight.

If unable to contact the domestic controller, Iceland Radio or Reykjavik Control, the crew should
adhere to the local RCF procedure and, on entering Reykjavik's airspace, the NAT RCF procedure.

FANS Aircraft
FANS equipped aircraft should log on to "BIRD" 15 to 30 minutes before the entry point. Since
CPDLC is not used prior to entry to Reykjavik's airspace there is no benefit to earlier logon
attempts and thesewill normally result in failure.

Flights which logon to BIRD will receive an ADS contract and CPDLC connection and should
adhere to NAT Data Link Guidance Material. Reykjavik is currently (May 2005) at phase of the
NAT CPDLC trial, the response is to CPDLC requests is therefore communicated via voice.

SELCAL Check
All flights, including those using CPDLC, are required to establish communications with Iceland
Radio on the frequency notified and carry out a SELCAL check.

CPDLC Flights
When carrying out the SELCAL check, if a flight has a CPDLC connection with Reykjavik
(Reykjavik is the active center) and is transiting Reykjavik's airspace, the appropriate phraseology
for the SELCAL check is as follows (with the next center being chosen as appropriate to the route

of flight):

ICELAND RADIO, AIRLINE 123 C-P-D-L-C, [GANDER/EDMONTON/SHANWICK] NEXT,

REQUEST SELCAL CHECK CKFM

If the flight will land at an aerodrome with the geographic limits of Reykjavik airspace (BIRD FIR
and BGGL FIR north of 6330'N) the appropriate phraseology is:

ICELAND RADIO, AIRLINE 123 C-P-D-L-C, LANDING XXXX, REQUEST SELCAL CHECK
CKFM

Entering Reykjavik Oceanic (BIRD) from Edmonton (CZEG) or

Murmansk (ULMM) FIRs.
Clearances
The crew should advise the Edmonton/Murmansk controller of the requested flight entry level and
speed, this information will be forwarded to Reykjavik. The oceanic clearance will be issued
through Iceland Radio, either on GP VHF (at southerly latitudes in the Edmonton FIR) or HF.

Clearance not received before the boundary.

If a flight has not received its oceanic clearance before the Reykjavik boundary the crew should
seek confirmation from the domestic controller of their authorization to enter Reykjavik airspace.
Since the entry conditions will normally have been negotiated between the two centers, such an
authorization is normally issued and the oceanic clearance delivered after entry to the airspace. If
this is not the case then the domestic controller is expected to issue appropriate instructions to the
flight.

If unable to contact the Edmonton/Murmansk controller, Iceland Radio or Reykjavik Control and if
also unable to raise any of these units on SATCOM voice, the crew should adhere to the local RCF
procedure and, on entering Reykjavik's airspace, the NAT RCF procedure (see below however).

An important exception to the above is that when operation outside VHF coverage (as are MOST
aircraft approaching Reykjavik's airspace from Edmonton or Murmansk airspace), the crew should
not invoke the RCF procedure but continue at their current level/speed until the contact is
regained. The reason for this is that radio communications failure procedures are designed to
minimize the impace of a single aircraft losing its communications capability due to equipment
failure. Failure of high frequency (HF) communications is due to poor propagation is likely to
affect all aircraft in a specific area. Under such circumstances it is important that all aircraft
continue to adhere to their clearances. The following clarification applies throughout the
Reykjavik Control Area (BIRD FIR at all levels and BGSF FIR at levels above F200):

Due to their sensitivity to atmospheric conditions, HF communications are inherently less reliable
than VHF. Adverse propagation conditions may completely preclude communications in specific
volumes of airspace, especially at high latitudes during periods of high sunspot activity. Such a
failure of HF communications is likely to impact all aircraft in the affected area, that assumption is
indeed factored into the application of air traffic services. It is therefore imperative under such HFblackout circumstances that all aircraft continue to adhere to their clearances and do NOT invoke
radio communications failure (RCF) procedures that stipulate divergence from the cleared flight
level.

FANS Aircraft
FANS equipped aircraft should log onto "BIRD" 15 to 30 minutes before the entry point. Since
CPDLC is not used prior to entry to Reykjavik's airspace there is no benefit to earlier logon
attempts and these will normally result in failure.

Flights which logon to BIRD will receive an ADS contract and CPDLC connection and should
adhere to NAT Data Link Guidance Material. Reykjavik is currently at phase of the NAT
CPDLC trial, the response to CPDLC requests is therefore communicated by voice.

SELCAL Check
All flights, including those using CPDLC, are required to establish communications with Iceland
Radio on the frequency notified and carry out a SELCAL check.

CPDLC Flights

When carrying out the SELCAL check, if a flight has a CPDLC connection with Reykjavik
(Reykjavik is the active center) and is transiting Reykjavik's airspace, the appropriate phraseology
for the SELCAL check is as follows (with the next center being chosen as appropriate to the route
of flight):

ICELAND RADIO, AIRLINE 123 C-P-D-L-C,

[GANDER/EDMONTON/SHANWICK/MURMANSK/BODO/STAVANGER/SCOTTISH] NEXT,
REQUEST SELCAL CHECK CKFM

If the flight will land at an aerodrome with the geographic limits of Reykjavik airspace (BIRD FIR
and BGGL FIR north of 6330'N) the appropriate phraseology is:

ICELAND RADIO, AIRLINE 123 C-P-D-L-C, LANDING XXXX, REQUEST SELCAL CHECK
CKFM

Entering Reykjavik Oceanic (BIRD) from Edmonton (CZEG) or

Murmansk (ULMM) FIRs.
Clearances
The crew should advise the Edmonton/Murmansk controller of the requested flight entry level and
speed, this information will be forwarded to Reykjavik. The oceanic clearance will be issued
through Iceland Radio, either on GP VHF (at southerly latitudes in the Edmonton FIR) or HF.

Clearance not received before the boundary.

If a flight has not received its oceanic clearance before the Reykjavik boundary the crew should
seek confirmation from the domestic controller of their authorization to enter Reykjavik airspace.
Since the entry conditions will normally have been negotiated between the two centers, such an
authorization is normally issued and the oceanic clearance delivered after entry to the airspace. If
this is not the case then the domestic controller is expected to issue appropriate instructions to the
flight.

If unable to contact the Edmonton/Murmansk controller, Iceland Radio or Reykjavik Control and if
also unable to raise any of these units on SATCOM voice, the crew should adhere to the local RCF
procedure and, on entering Reykjavik's airspace, the NAT RCF procedure (see below however).

An important exception to the above is that when operation outside VHF coverage (as are MOST
aircraft approaching Reykjavik's airspace from Edmonton or Murmansk airspace), the crew should
not invoke the RCF procedure but continue at their current level/speed until the contact is
regained. The reason for this is that radio communications failure procedures are designed to
minimize the impace of a single aircraft losing its communications capability due to equipment
failure. Failure of high frequency (HF) communications is due to poor propagation is likely to
affect all aircraft in a specific area. Under such circumstances it is important that all aircraft
continue to adhere to their clearances. The following clarification applies throughout the
Reykjavik Control Area (BIRD FIR at all levels and BGSF FIR at levels above F200):

Due to their sensitivity to atmospheric conditions, HF communications are inherently less reliable
than VHF. Adverse propagation conditions may completely preclude communications in specific
volumes of airspace, especially at high latitudes during periods of high sunspot activity. Such a
failure of HF communications is likely to impact all aircraft in the affected area, that assumption is
indeed factored into the application of air traffic services. It is therefore imperative under such HFblackout circumstances that all aircraft continue to adhere to their clearances and do NOT invoke
radio communications failure (RCF) procedures that stipulate divergence from the cleared flight
level.

FANS Aircraft
FANS equipped aircraft should log onto "BIRD" 15 to 30 minutes before the entry point. Since
CPDLC is not used prior to entry to Reykjavik's airspace there is no benefit to earlier logon
attempts and these will normally result in failure.

Flights which logon to BIRD will receive an ADS contract and CPDLC connection and should
adhere to NAT Data Link Guidance Material. Reykjavik is currently at phase of the NAT
CPDLC trial, the response to CPDLC requests is therefore communicated by voice.

SELCAL Check

All flights, including those using CPDLC, are required to establish communications with Iceland
Radio on the frequency notified and carry out a SELCAL check.

CPDLC Flights
When carrying out the SELCAL check, if a flight has a CPDLC connection with Reykjavik
(Reykjavik is the active center) and is transiting Reykjavik's airspace, the appropriate phraseology
for the SELCAL check is as follows (with the next center being chosen as appropriate to the route
of flight):

ICELAND RADIO, AIRLINE 123 C-P-D-L-C,

[GANDER/EDMONTON/SHANWICK/MURMANSK/BODO/STAVANGER/SCOTTISH] NEXT,
REQUEST SELCAL CHECK CKFM

If the flight will land at an aerodrome with the geographic limits of Reykjavik airspace (BIRD FIR
and BGGL FIR north of 6330'N) the appropriate phraseology is:

ICELAND RADIO, AIRLINE 123 C-P-D-L-C, LANDING XXXX, REQUEST SELCAL CHECK
CKFM

Scottish and Oceanic Area Control Centre

For over 50 years, the UK has been providing Air Traffic services for aircraft flying over the North
Atlantic. These services are provided by National Air Traffic Services (NATS) within the
Syanwick Oceanic Control Area (OCA), responsibility for which is assigned to the UK by ICAO.

The Shanwick OCA is controlled from the Prestwick OACC, located in Ayrshire, UK.
Communications for the OCA are provided by the Irish Aviation Authority at their aeradio station
near Shannon Airport, Ireland.

The Oceanic Area Control Centre at Prestwick, handles up to 120 movements per hour at peak
periods (360,000 annual movements). The flows of traffic through the Shanwick and Gander
OCAs are the busiest procedural traffic flows in the world. 80% of all North Atlantic traffic flows
through these two OCAs, a total that represents some 65% of all the world's oceanic traffic.

CURRENT DEVELOPMENTS (2005)

Currently, the Prestwick OACC is developing a new operations room. This will be equipped with a
new Flight Data Processing System, the Shanwick Advanced Air Traffic System (SAATS),
currently being developed in collaboration with Nav Canada. This will provide full ADS-C and
CPDLC capability.

Entering Shanwick between 60N10W and 57N10W

Clearances
Request a clearance between 30 minutes and 90 minutes before the estimate for the Shanwick
boundary, preferably about 1 hour before.

Clearance can be requested by voice on VHF.

Clearance can also be requested by ORCA datalink.

Exceptionally, if a request cannot be made by VHF or ORCA, clearances can be requested from
Shanwick Aeradio on HF, or via the domestic controller

If a clearance has not been received 20 minutes before the boundary, contact Shanwick and confirm
that the request is being processed.

After requesting or receiving a clearance, flights should notify Shanwick if their estimate for the
entry point changes by 3 minutes or more.

Clearance not received before the boundary.

If clearance has not been received, and cannot be received due to total radio failure where it is clear
that no further communications will be possible, loss of communications procedures should be

followed.

If communications are still possible, however, a flight should NOT enter Shanwick without a
clearance. (This requirement is unique to Shanwick within the NAT region.)

In this case the pilot should Hold clear of Shanwick.

Approval should be obtained from Scottish Control for this. If contact cannot be made directly
with the Scottish controller, it may be possible for the pilot to relay his intentions via another
aircraft or via Shanwick Aeradio on HF. Squawking A7600 until contact is re-established would
alert the controller to the situation. Maximum use should be made of TCAS if an uncleared
maneuver does have to be carried out.

FANS Log On
FANS equipped aircraft should log on to EGGX 15 to 45 minutes before the entry point. Do not
log on until clearance has been received. The Shanwick system can only accept log on from flights
which have been cleared. Requests for changes to clearance should not be made by CPDLC.
CPDLC is only to be used after oceanic entry. Logging on excessively early should be avoided
since this will result in ADS reports being made at each domestic waypoint. These are
automatically discarded by the ground system but may result in unnecessary communications costs
for the airline.

SELCAL Check
All flights, including those using CPDLC, are required to establish communications with Shanwick
Aeradio on the HF frequency notified and carried out a SELCAL check, if SELCAL is to be used.

CPDLC Flights
When carrying out the SELCAL check, if a flight has a CPDLC connection with Shanwick,
(Shanwick is the active center) the appropriate phraseology for the SELCAL check is as one of the
following examples.

SHANWICK RADIO, AIRLINE 123 C-P-D-L-C, GANDER NEXT, REQUEST SELCAL CHECK
CKFM
Or
SHANWICK RADIO, AIRLINE 123 C-P-D-L-C, SANTA MARIA NEXT, REQUEST SELCAL
CHECK CKFM
Or
SHANWICK RADIO, AIRLINE 123 C-P-D-L-C, REYKJAVIK NEXT, REQUEST SELCAL
CHECK CKFM

Entering Shanwick via the NOTA

NOTA

Within the NOTA radar service is provided by Shannon Control. An oceanic clearance is
nevertheless required prior to entering the NOTA.

Entry Points
MIMKU
NIBOG
MASIT
KORIB

(Flight plans should also include a NOTA exit point i.e. AGORI, SUNOT, BILTO, PIKIL, ETARI,
RESNO or VENER)

Clearances
Request a clearance between 30 minutes and 90 minutes before the estimate for the entry point,

preferably about 1 hour before.

Clearance can be requested by voice on Shanwick VHF frequencies published in UK AIP

Clearance can also be requested by ORCA datalink.

Exceptionally, if a request cannot be made by VHF or ORCA, clearances can be requested from
Shanwick Aeradio on HF.

If a clearance has not been received 20 minutes before the boundary, contact Shanwick and confirm
that the request is being processed.

After requesting or receiving a clearance, flights should notify Shanwick if their estimate for the
entry point changes by 3 minutes or more.

Clearance not received before the boundary.

If clearance has not been received, and cannot be received due to total radio failure where it is clear
that no further communications will be possible, loss of communications procedures should be
followed.

If communications are still possible, however, a flight should NOT enter Shanwick without a
clearance. (This requirement is unique to Shanwick within the NAT region.)

In this case the pilot should Hold clear of Shanwick.

Approval should be obtained from Scottish/Shannon Control for this. If contact cannot be made
directly with the domestic controller, it may be possible for the pilot to relay his intentions via
another aircraft or via Shanwick Aeradio on HF. Squawking A7600 until contact is re-established
would alert the controller to the situation. Maximum use should be made of TCAS if an uncleared
maneuver does have to be carried out.

FANS Log On
FANS equipped aircraft should log on to EGGX 15 to 45 minutes before the NOTA entry point.
They should not log on until clearance has been received. The Shanwick system can only accept
log on from flights which have been cleared. A CPDLC connection will be in place while the flight
transits the NOTA however CPDLC should not be used until the flight exits the NOTA at 15W or
57N. Logging on excessively early should be avoided since this will result in ADS reports being
made at each domestic waypoint. These are automatically discarded by the ground system but may
result in unnecessary communications costs for the airline.

Contact with Shanwick Aeradio

Flights routing through NIBOG and MIMKU will be transferred by Scottish Control to Shannon
Control. Flights routing through KORIB and MASIT will remain in contact with Shannon
Control. No contact is required with Shanwick Aeradio until leaving the NOTA at 15N or 57W.
Shannon control will issue an HF frequency for Shanwick Aeradio after which a SELCAL check
must be carried out, if SELCAL is to be used. Shannon control may initially issue a VHF
frequency for Shanwick Aeradio. Shanwick Aeradio will subsequently issue an HF frequency on
wich the SELCAL check must be made if SELCAL is to be used. The VHF and HF aeradio
officers are located in the same room and do co-ordinate flights with each other.

CPDLC Flights
When carrying out the SELCAL check, if a flight has a CPDLC connection with Shanwick,
(Shanwick is the active center) the appropriate phraseology for the SELCAL check is as one of the
following examples.

SHANWICK RADIO, AIRLINE 123 C-P-D-L-C, GANDER NEXT, REQUEST SELCAL CHECK
CKFM
or SHANWICK RADIO, AIRLINE 123 C-P-D-L-C, SANTA MARIA NEXT, REQUEST
SELCAL CHECK CKFM
or SHANWICK RADIO, AIRLINE 123 C-P-D-L-C, REYKJAVIK NEXT, REQUEST SELCAL
CHECK CKFM

Entering Shanwick between 54N15W and 51N15W and via the SOTA
For ATC purposes the SOTA is treated as an extension to the Shannon FIR. Oceanic entry is
at the southern and western SOTA boundary.

Entry Points
DOGAL
MALOT
LIMRI
DINIM
SOMAX
BEDRA
OMKO
LASNO

Clearances

Request a clearance between 30 and 90 minutes before the estimate for the entry point, preferably
about 1 hour before.

Clearance can be requested by voice on Shanwick VHF frequencies published in UK AIP (confirm)

Clearance can also be requested by ORCA datalink.

Exceptionally, if a request cannot be made by VHF or ORCA, clearances can be requested from
Shanwick Aeradio on HF, or via the domestic controller.

If a clearance has not been received 20 minutes before the boundary, contact Shanwick and confirm
that the request is being processed.

After requesting receiving a clearance, flights should notify Shanwick if their estimate for te entry
point changes by 3 minutes or more.

Clearance not received before the boundary.

If clearance has not been received and cannot be received due to total radio failure where it is clear
that no further communications will be possible, loss of communications procedures should be
followed.

If communications are still possible, however, a flight should NOT enter Shanwick without
clearance. (This requirement is unique to Shanwick within the NAT region.)

In this case, the pilot should Hold clear of Shanwick.

Approval should be obtained from Shannon Control for this. If contact cannot be made directly
with the Shannon controller, it may be possible for the pilot to relay his intentions via another
aircraft or via Shanwick Aeradio on HF. Squawking A7600 until contact is re-established would
alert the controller to the situation. Maximum use should be made of TCAS if an uncleared
maneuver does have to be carried out.

Entering Shanwick between 46N08W and 48N08W

For ATC purposes the BOTA is treated as an extension to the Brest FIR.
Entry points are at 0845W.

Entry Points
ETIKI
SEPAL
SIVIR

Clearances

Request a clearance between 30 and 90 minutes before the estimate for the entry point, preferably
about 1 hour before.

Clearance can be requested by voice on Shanwick VHF frequencies published in UK AIP

(confirm), while within range.

Clearance can also be requested by ORCA datalink.

Outside the range of Shanwick VHF transmitters, clearance can be requested from Shanwick
Aeradio on HF, or exceptionally via the domestic controller.

If a clearance has not been received 20 minutes before the boundary, contact Shanwick and confirm
that the request is being processed.

After requesting or receiving a clearance, flights should notify Shanwick if their estimate for the
entry point changes by 3 minutes or more.

Clearance not received before the boundary.

If clearance has not been received, and cannot be received due to total radio failure where it is clear
that no further communications will be possible, loss of communications procedures should be
followed.

If communications are still possible, however, a flight should NOT enter Shanwick without a
clearance. (This requirement is unique to Shanwick within the NAT region.)

In this case the pilot should Hold clear of Shanwick.

Approval should be obtained from Brest Control for this. If contact cannot be made directly with
the Brest controller, it may be possible for the pilot to relay his intentions via another aircraft or via
Shanwick Aeradio on HF. Squawking may be possible for the pilot to relay his intentions via
another aircraft or via Shanwick Aeradio on HF. Squawking A7600 until contact is re-established
would alert the controller to the situation. Maximum use should be made of TCAS if an uncleared

maneuver does have to be carried out.

Flights Proceeding South of 36N

Flights proceeding South of 36N may only receive, prior to ocean entry, a route clearance to the
last reporting point at or prior to 36N. The remainder of the route will be issued on HF shortly
after entering Shanwick. If no route is received prior to leaving Shanwick, pilots should request
the route from Shanwick. They should not wait until approaching the last cleared point before
requesting onward clearance.

In the event of loss of communications preventing receipt of the remaining route, the flight should
continue at the last cleared level on the flight planned route. If the last cleared point is not on the
flight planned route, the flight should re-join the flight planned route at the next significant point
after the last cleared point.

FANS Log On
FANS equipped aircraft should log on to EGGX 15 to 45 minutes before the entry point. Do not
log on until clearance has been received. The Shanwick system can only accept log on from flights
which have been cleared. Requests for changes to clearance should not be made by CPDLC.
CPDLC is only to be used after oceanic entry. Logging on excessively early should be avoided
since this will result in ADS reports being made at each domestic waypoint. These are
automatically discarded by the ground system but may result in unnecessary communications costs
for the airline.

SELCAL Check
All flights including those using CPDLC, are required to establish communications with Shanwick
Aeradio on the HF frequency notified and carry out a SELCAL check. Shannon control may
initially issue a VHF frequency for Shanwick Aeradio. Shanwick Aeradio will subsequently issue
an HF frequency on which the SELCAL check must be made if SELCAL is to be used. The VHF
and HF aeradio officers are located in the same room and do co-ordinate flights with each other.

CPDLC Flights

When carrying out the SELCAL check, if a flight has CPDLC connection with Shanwick,
(Shanwick is the active center) the appropriate phraseology for the SELCAL check is as one of the
following examples.

SHANWICK RADIO, AIRLINE 123 C-P-D-L-C, GANDER NEXT, REQUEST SELCAL CHECK
CKFM
or SHANWICK RADIO, AIRLINE 123 C-P-D-L-C, SANTA MARIA NEXT, REQUEST
SELCAL CHECK CKFM
or SHANWICK RADIO, AIRLINE 123 C-P-D-L-C, REYKJAVIK NEXT, REQUEST SELCAL
CHECK CKFM

Bod
Bod OACC is the service provider for the north-eastern part of the NAT-Region. Since the
introduction of controlled airspace in 1992, ATC has been provided to all aircraft above Flight
Level 195. The services, ATC as well as communications, are provided by Avinor.

The Bod Oceanic Control Area is controlled from the Bod OACC located at Bod airport,
Norway. Communications for the OCA are provided partly by the control center (VHF) and partly
by the co-located aeradio station (HF).

The Oceanic Area Control Centre at Bod handles a relatively small portion of the North-Atlantic
traffic, only some 0.5% of the total traffic. This translates to an average of 24 flights a day (2004).

CURRENT DEVELOPMENTS
The FDPS in use at the center today is more than 10 years old, and there are plans to upgrade the
system, however timetables have not been finalized yet. The Voice Communication System was
installed late 2004 and is the same system used in the domestic center.

Entering Bod

Entry Points
EDURA

ROBLO
MORIG
ABADA
ESOLA
GISOX
OGPAR

(Flights may be cleared by domestic control, after co-ordination with oceanic control, to enter on
direct tracks which do not intersect these points)

Clearances
Request clearance not later than 10 minutes before the estimate for the Bod OCA boundary.

Clearance can be requested by voice on VHF frequency 127.725MHz (Bod OACC) or from the
adjacent domestic sector if entering the OCA north of 6545N/00710E.

Exceptionally, if a request cannot be made by, clearances can be requested from Bod Aeradio on
HF, or via the domestic controller.

Notes of Significance
Since flights are often cleared on direct tracks to 00E/W by the domestic center, it is a common
misunderstanding that the oceanic airspace, and the validity of the oceanic clearance, does not start
until this position. The oceanic clearance is valid from the FIR boundary between the domestic and
the oceanic sector, and is the pilot responsibility to obtain any level changes, or other clearances
required to comply with the oceanic clearance, before entering oceanic airspace.

Another misunderstanding is that after a SELCAL check, aircraft leave the VHF and only monitor

SELCAL. VHF is operated by the controller in order to have direct controller-pilot

communication. Some parts of the oceanic airspace is also within radar coverage and the controller
can in some cases use radar for separation purposes. An aircraft carrying out a SELCAL check,
and then continues to monitor HF only (or the assigned frequency for the next agency) can
therefore cause un-necessary workload for the controller.

Clearance not received before the entry point.

If clearance has not been received and cannot be received due to complete radio failure, loss of
communications procedures should be followed.

If contact cannot be made directly with the controller, it may be possible for the pilot to relay his
intentions via another aircraft or via Bod Aeradio on HF. Squawking A7600 until contact is reestablished would alert the controller to the situation. Maximum use should be made of TCAS if
an uncleared maneuver does have to be carried out.

FANS Log On
FANS equipped aircraft should log on to ENOB 15 to 45 minutes before the entry point. For the
time being, Bod OACC is the only ADS capable, and not CPDLC. Logging on excessively early
should be avoided since this will result in ADS reports being made at each domestic waypoint.
These are automatically discarded by the ground system but may result in unnecessary
communications costs for the airline.

SELCAL Check
All flights, including those using datalink, are required to establish communications with Bod
Aeradio on the HF frequency notified and carry out a SELCAL check if SELCAL is to be used.

ADS/CPDLC Flights
When carrying out the SELCAL check, if a flight has an ADS/CPDLC connection with Bod, the

appropriate phraseology for the SELCAL check is:

BOD RADIO, AIRLINE 123 C-P-D-L-C, REYKJAVIK NEXT, REQUEST SELCAL CHECK
CKFM

Or

BOD RADIO, AIRLINE 123 ADS, REYKJAVIK NEXT, REQUEST SELCAL CHECK CKFM

Northern Oceanic Transition Area (NOTA)

The NOTA is part of Shanwick Oceanic Control Area which lies to the north of the Shannon south
of 57N and between 10W and 15W.

The Irish Aviation Authority is able to provide a radar service within this area and tactical control
of traffic flying in the area has been delegated to Shannon Control.

The NOTA is effectively an extension of the Shannon FIR for Air Traffic Control purposes.

SELCAL CHECK
When transiting from one Oceanic FIR to the next, a new contact frequency will be issued by the
HF radio officer. Contact must be established with the aeradio station for the next FIR and a
SELCAL check completed if SELCAL is to be used. The SELCAL check is also required for
aircraft using ADS and CPDLC.

Aircraft using CPDLC

On initial contact with the Aeradio station the pilot should state that he/she is using CPDLC and the
next Oceanic FIR to be entered, or the oceanic exit points, if this is the last oceanic FIR.
CPDLC should only be stated if the flight has logged on and currently has a connection with an

active center.
For example a westbound flight routing through Santa Maria, then Shanwick then Gander FIRs.
On initial contact with Santa Maria:
SANTA MARIA RADIO, AIRLINE 123 C-P-D-L-C, SHANWICK NEXT, REQUEST SELCAL
CHECK CKFM.
On initial contact with Shanwick:
SHANWICK RADIO, AIRLINE 123 C-P-D-L-C, GANDER NEXT, REQUEST SELCAL CHECK
CKFM
On initial contact with Gander:
GANDER RADIO, AIRLINE 123 C-P-D-L-C, SCROD VALIE, REQUEST SELCAL CHECK
CKFM
(When the flight is on a published NAT Track, the track name can be used instead of the last two
cleared route points)
GANDER RADIO, AIRLINE 123 C-P-D-L-C, TRACK C, REQUEST SELCAL CHECK CKFM.
The active CPDLC connection should be transferred automatically by the ground system at the
boundary between two OCAs. If this failes to occur and the previous OCA remains the active
center, the pilot should select ATC Comm. OFF and log on to the correct ATC center. If an ATC
unit wish to retain a CPDLC connection with a flight after it has left its area, the pilot will be given
prior warning.