VATSIM currently implements two oceanic flight organizations to serve VATCAN airspace directly: VATUSA's Oakland Oceanic FIR serves flights over the Northern Pacific Ocean departing or arriving via the Vancouver FIR; and Gander Oceanic FIR serves flights over the North Atlantic Ocean departing or arriving via VATCAN’s Gander Domestic FIR. Both oceanic FIRs have unique yet similar structures and operating protocols. This discussion focuses upon North Atlantic flight operations and the associated Oceanic Control Areas – Gander Oceanic and Shanwick Oceanic.

North Atlantic Flight Traffic: Real-world, flight routes across the North Atlantic are adjusted and published twice per day to provide the most fuel-efficient paths for commercial aircraft. These North Atlantic Track (NAT) routes, run westbound during the day when the easterly jet stream is generally weaker. At night, when aircraft run primarily eastbound from North America to Europe, NATs take advantage of the stronger eastward jet stream flow.

VATCAN does not have the resources to update NAT data twice per day. However, VATSIM-UK depicts periodically upated NAT infromation at http://www.vatsim-uk.org/Oceanic/main.asp . NAT information on the VATSIM-UK site is used by VATSIM controllers managing online trans-Atlantic traffic; so pilots using VATSIM flying trans-Atlantic online are encouraged to use NAT data found on the vatsim-uk.org site.

At one time, VATSIM-UK published a set of static NAT tables that could be used for all VATSIM trans-Atlantic flight. The examples shown in the remainder of this document use that previous, static table set (also included in the Apppendix – VAT-UK Static NAT Routes); and VATCAN is indebted to VATSIM-UK for permission to use that material.

The principles underlying NAT planning and flight are the same - no matter which NAT table is used. Controllers desiring to run Oceanic positions within VATCAN are directed to the VATCAN Gander FIR.

Pilots are permitted to use 4X acceleration once clear of land, and if there is no conflicting traffic.

(Back to Top)

NAT Oceanic Control Description

Reduced Vertical Separation Minima (RVSM)

Reduced Vertical Separation Minima (see www.eur-rvsm.com) revise standards for flights operating between FL290 and FL410. Aircraft flying under RVSM need only 1000 ft. vertical separation; thus RVSM doubles airspace capacity between FL290 and FL410. Above FL410, 2000 ft. vertical separation is still enforced.

RVSM has been implemented over Europe, the Atlantic Ocean and is being phased into North America. In Canada, Moncton and Gander Domestic FIR's are designated RVSM Transition Areas -- as are the eastern portions of the Montreal FIR and, in the US, the Boston ARTCC. The interior and southern portions of Canadian airspace do not currently implement RVSM; however the southern area is scheduled to begin using RVSM during late 2004.

Information regarding current implementation of RVSM within Canadian airspace may be found in Nav Canada's Designated Airspace Handbook - also available via the Training Materials page of the VATCAN web site.

NAT Architecture

Each NAT follows a specific route and all tracks are separated by one degree of latitude (60nm) laterally and 1000 ft. vertically. Each route also has acceptable flight levels. (See Apppendix – VAT-UK Static NAT Routes)

A NAT Flight Plan consists of three, linked sections:

Departing Domestic Route,

NAT Route, and

Arrival Domestic Route

NAT Control Areas

Shanwick Oceanic Control Area (EGGX_FSS)

Shanwick Oceanic manages the airspace over the Eastern Atlantic from 30°W and landfall with the UK and Ireland - starting at ground level, all airspace up to Flight Level 690, when SASO takes over.

Shanwick callsign is EGGX_FSS, frequency is 131.80 mhz. During special events or fly-in's, Shanwick will be split up to form EGGX_N_FSS on 131.80 mhz, and EGGX_S_FSS on 131.85 mhz.

Gander Oceanic Control Area (CZQX_FSS)

Gander OCA manages Atlantic airspace over the western side of the Atlantic up until landfall in Canada -- between 30°W and approximately 50°W.

The Gander Oceanic callsign is normally CZQX_FSS on 131.70 Mhz. If traffic or operational conditions warrant, Gander Oceanic will be split as CZQX_N_FSS (on 131.70) and CZQX_S_FSS (on 131.75). (Controllers: See VATCAN Gander FIR.)

Handoffs between Gander and Shanwick Oceanics occur at or just before the 30°W VATCAN/VAT-UK boundary.

(Back to Top)

Handoff Procedures - Shanwick Oceanic

Gander

All aircraft should be handed off at or before 30W. Check with CZQX_FSS via private chat. It should be on 131.700

Scottish

All aircraft are to be handed off to Scottish at even altitudes.

Aircraft destined for EGPK, EGPF, EGPH should enter Scottish not above FL200

Aircraft destined for northern airports ( EGPN, EGPD, EGQL etc.) should
enter not above FL240.

Aircraft flying through Scottish airspace should enter at or above FL300.

Appropriate Flight levels can be determined by the controller at the time.

Shannon

Aircraft should enter at even flight levels and should be handed off at the Shannon FIR boundary.

London

All aircraft to be handed off to London ATC prior to entering London Airspace. Check with LON_CTR via private chat as to what Flight Level he wants hand off.

Iceland

Aircraft on POLAR routes or en route to Iceland need to be handed off to BIRD_CTR before the boundary of the Airspace. Check with private chat as to Flight level he wants aircraft at.

South Atlantic

Aircraft on NAT GOLF or routing to the South need to be handed off to Sainta Maria Oceanic ( LPPO_FSS ) on 127.90 before they leave the Sector. Check via private chat box re Flight Level required.

Handoff Procedures – Gander Oceanic (Controllers: See VATCAN Gander FIR.)

Shanwick Oceanic

All aircraft should be handed off at or before 30W. Check with EGGX_FSS via private chat. It should be on 131.800

Iceland

Aircraft on POLAR routes or en route to Iceland need to be handed off to BIRD_CTR before the boundary of the Airspace. Check with private chat as to Flight level he wants Aircraft at.

Gander

Many flights will first cross into Canadian airspace via Gander FIR and should be handed off to CZQX_CTR on 132.1 before leaving CZQX_FSS. Check via private chat box for appropriate Flight Level

Moncton

Just south of Gander Centre; aircraft should be handed off to CZQM_CTR (usually on 132.2) before leaving CZQX_FSS. Check via private chat box for appropriate Flight Levels.

South Atlantic

Aircraft on NAT GOLF or routing to the South need to be handed off to Santa Maria Oceanic ( LPPO_FSS ) on 127.90 before they leave the Sector. Check via private chat box re Flight Level required.

(Back to Top)

Position Reports

Pilots should report to ATC at least when:

· Passing a waypoint (lat/long) e.g. 50/42

· Changing altitude

· Performing a large change in heading

· 45 minutes has passed since last contact

· Reaching Oceanic Airspace

· Connecting up to the internet into Oceanic airspace

A Position Report should go something like this:

PILOT: GANDER (CALLSIGN) POSITION REPORT

GANDER: (CALLSIGN) GANDER, GO AHEAD

PILOT: GANDER (CALLSIGN) REPORTING 53N50 AT 2208Z, FL350, ESTIMATING 55N40 AT 2410Z 56N30 NEXT.

GANDER READS BACK THE POSITION REPORT

(Back to Top)

Oceanic Pilot Procedures

Filing an ICAO NAT Flight Plan - Real-world, a pilot files a complete ICAO flight plan - including the requested departure domestic route, NAT, and arrival domestic route.

These step by step instructions will show you how to correctly file an oceanic flight plan, using the example flight of BAW123 from London Heathrow (EGLL) - Boston/Logan International (KBOS).

Selecting the NAT

The Apppendix, VAT-UK Static NAT Routes, lists all static NAT routes used in this document’s examples. Since we are flying Westbound, these are the NAT's available:

NAT West-Bound Routings

A TADEX 55/10 55/15 55/20 56/30 56/40 55/50 OYSTR

B BABAN 54/15 54/20 55/30 55/40 54/50 CARPE REDBY

C BURAK 53/15 53/20 54/30 54/40 53/50 HECKK YAY

D DOLIP 52/15 52/20 53/30 53/40 52/50 CRONO DOTTY

E GIPER 51/15 51/20 51/30 50/40 49/50 VIXUN

F KENUK 50/15 50/20 50/30 49/40 YYT

G GUNSO 49/15 47/20 43/30 40/40 37/50 34/60 HENCH

Which track to choose? A process of elimination:

We should not use NAT A as it runs too far North (NAT A is used for Central and Western US destinations),

NAT's B, C and D all look like they could be suitable,

We would not want to use NAT E as this it goes too far South,

NAT F was (at this time) only for Concorde operations, and

NAT G is unsuitable as it would take our flight in the wrong direction.

Right now our choices are narrowed down between NAT's B, C and D.

Here, the distance of the whole flight - not just the NAT – is most important. For example, if you fly farther South, the track will be longer due to the curvature of the earth. However, every extra mile you fly North to get to a shorter track also adds length to the track.

Looking at our three alternative NATs, we arrive at these close approximations of NAT distance:

NAT Total Distance (nm)

B 2880

C 2867

D 2866

As we see NAT's C and D are identical with B slightly longer. For right now let’s say that 14 nm is important, so we discard NAT B and just now need to choose between C and D.

How? Here are a few ways we can decide which NAT is “better”:

· Do more accurate calculations to get an exact distance and take the shorter one.

· Look at your chart and find which is the easiest NAT for you to join.

· Look at your chart and find which NAT puts you in the best position for the arrival procedure.

· Check the weather and see if either NAT has better winds.

On this day, I decided to use NAT C because although it is slightly longer than D the winds were better and therefore offered me a shorter flight time. Tomorrow the winds may make NAT B viable; so before any Oceanic flight you should go through this selection process to find out which is the best NAT to fly ON THAT DAY. Remember: Real-world the NAT's are moved to accommodate the upper winds – and on the VAT-UK site they may have been moved also.

(Back to Top)

Domestic Departure and Arrival Routes

Now that we have chosen our NAT we know where join it (BURAK) and where to leave it (YAY - Saint Anthony). Therefore now we now move on to plan how to get to and from these NAT end-points.

Domestic Departure

Now we have our NAT entering point we need to work out the best way of getting there, the first thing to consider is which SID (Standard Instrument Departure) to fly.

At London Heathrow (EGLL) we have two viable choices of SID we can fly these are:

· A WOBAN/BUZAD SID which would take us North, we could then route across Liverpool and Dublin, down to Shannon and then onto BURAK.

· A Compton SID which would take us Westbound towards Strumble and Shannon then towards BURAK.

Looking at the above choices it is obvious that the CPT (Compton SID) is going to be the best choice, so all we now need to is work out which airways to take to BURAK.

Here routing is simple as, on arrival at CPT, there is only one airway taking us in the direction we want, UG1. UG1 takes us all the way to SHA (Shannon); where it ends. There is an airway, UN535, from SHA to BURAK, so we have our departure routing: CPT UG1 SHA UN535 BURAK

Step by Step Departure Routing: WOD CPT KENET MIMBI MALBY WOTAN ALVIN BCN AMMAN STU SLANY DIMUS ABAGU SHA BURAK

Domestic Arrival

We now have a plan from EGLL to the end of NAT C so all we need find now is our arrival route into Boston. Material on the VATSIM Boston ARTCC web pages tell us that the best arrival for our flight would be a SCUPP2. Therefore we need to find a route from YAY – SCUPP.

From YAY we can take an airway towards Boston via YQY (Sydney) and then with a quick change of airways we can route all the way to SCUPP. So our Arrival Routing is: YAY J580 YQY J575 SCUPP

Step by Step Arrival Routing: YAY YJT YQY YHZ HIDIG YQI TUSKY CANAL SCUPP

Building a Complete ICAO Flight Plan

All we need do now is join the departure, NAT and arrival routes to create a complete ICAO Flight Plan:

Detailed Routing = WOD CPT KENET MIMBI MALBY WOTAN ALVIN BCN AMMAN STU SLANY DIMUS ABAGU SHA BURAK 53/15 53/20 54/30 54/40 53/50 HECKK YAY YJT YQY YHZ HIDIG YQI TUSKY CANAL SCUPP

Note - Some pilots put the NAT waypoints in the flight plan, this is not necessary as the controller already knows the NAT track routing.

This flight plan could be entered (just as susinctly) in Squawkbox as:

EGLL CPT UG1 SHA UN535 BURAK TRACK_C YAY J580 YQY J575 SCUPP.SCUPP2 KBOS

(Back to Top)

UK Departure Clearance

Depending on the longitude of the airport you are departing from the procedure for receiving your clearance will vary.

Airports WEST of 03W (E.G. - Dublin, Shannon, Glasgow)

If you are at an airport west of 03W you receive your oceanic clearance on the GROUND.

The following is an example transcript for an aircraft departing Glasgow for New York (Newark):

"Good evening Glasgow, Speedbird 123 a Boeing 763 on stand 32, ready to copy clearance for Newark with information Mike".

"Speedbird 123, good evening, you are cleared IFR to Newark on a Turnberry 2 Alpha Departure, climbing 6000 feet, squawk 0301".

"Speedbird 123 is cleared IFR to Newark on a Turnberry 2 Alpha Departure, 6000 feet, squawking 0301, Speedbird 123".

"Speedbird 123 readback correct, QNH 1024 millibars, contact Oceanic on 131.10 for your clearance, bye bye".

"1024 millibars and over to Oceanic on 131.10, cheerio".

Our aircraft has just received its departure clearance, its initial altitude and its squawk code. You now contact Oceanic for your clearance to cross the Atlantic.

"Good evening Shanwick clearance, Speedbird 123 at Glasgow request clearance to Newark".

"Speedbird 123, Good evening, go ahead".

"Speedbird 123 request Newark via NAT ALPHA via TADEX 55/10 55/15 55/20 56/30 56/40 55/50

OYSTR STEAM at Flight Level 350 and Mach .80. Estimating TADEX at 1943ZULU, Speedbird 123".

"Speedbird 123, Cleared as filed along NAT ALPHA to Newark at 1943ZULU, Flight Level 350".

"Cleared as filed Speedbird 123".

"Speedbird 123, Contact Glasgow Ground 121.70, bye bye".

"Glasgow Ground 121.70, Speedbird 123, cheerio".

Airports EAST of 03W (E.G. - Heathrow, Gatwick, Manchester)

If you are at an airport east of 03W you will get your oceanic clearance passing 03W - that is, you are already airborne. So you will receive your normal IFR clearance from Heathrow Delivery and be handed off to ground and so on. From our earlier flight planning to Boston we can see that we pass 03W around 10NM's before BCN.

The following is an example of the clearance at this point:

"Good evening Shanwick clearance, Speedbird 123 passing 03W track Brecon request clearance to Boston".

"Speedbird 123, Good evening, go ahead".

"Speedbird 123 request Boston via NAT CHARLIE via BURAK 53/15 53/20 54/30 54/40 53/50 HECKK SAINT ANTHONY at Flight Level 350 and Mach .80. Estimating TADEX at 1943ZULU, Speedbird 123".

"Speedbird 123, Cleared as filed along NAT CHARLIE to BOSTON at 1943ZULU, Flight Level 350".

"Cleared as filed Speedbird 123".

"Speedbird 123, Contact Berry Head on 123.95, bye bye".

"Berry Head 123.95, Speedbird 123, cheerio".

Note - If you get delayed and your ETA for the entry point changes by more then 5 minutes, send a Private Message to Shanwick Clearance advising them.

(Back to Top)

Entering the Track

Although the NAT C track starts at BURAK, Oceanic's airspace does not start till just before 53/15. This is the same for almost all the NAT's and the table below shows where you can expect to be handed off.

NAT Hand Off Point

A Prior to 55/10N

B Prior to 54/15N

C Prior to 53/15N

D Prior to 52/15N

E Prior to 51/15N

F Prior to KENUK

G Prior to GUNSO

"Speedbird 123, contact Shanwick on 131.80, bye bye".

"Shanwick on 131.90, cheerio".

Our 767 has now just been handed off to the Shanwick Oceanic controller by the Shannon controller, this therefore means we must just be coming up to 53 North/ 15 West. When entering a track (or contacting the Shanwick Oceanic controller for the first time) there is no special procedure. A normal transcript is shown below:

"Shanwick Speedbird 123, with you overhead 53North 15West, Flight Level 350".

"Speedbird 123, good evening, continue NAT CHARLIE Flight Level 350".

That's it: There is NO Position Report entering the NAT. Position Reports are used En-Route in the Track.

(Back to Top)

En-route in the Track

We have now left any sight of land behind us now, and we won't see it again until we reach Newfoundland. However as a pilot you have a lot more things to worry about than watching the waves.

Due to the limited amount of radar in the Atlantic the only way for the controller to know where you are is to ask for a position report. These are done:

· At EVERY waypoint (lat/long) you fly over

· If you are changing flight level

· 45 minutes has passed since your last report

These give the controller an idea of where you are, where your going next, how high you are, how fast you are, etc. These are invaluable to the controller to keep you clear of conflict, however they are a whole new skill to many pilots.

Our Speedbird aircraft is just reaching the first of its positional report waypoint now, and below is a typical report:

"Speedbird 123 with a position report".

"Speedbird 123 go ahead".

"Speedbird 123 reporting 53North 20 West at 2031ZULU, Flight Level 350, Mach .80, Estimating 54North 30West at 2122ZULU, Next is 54North 40West".

"Speedbird 123 is reporting 53North 20 West at 2031ZULU, Flight Level 350, Mach .80, Estimating 54North 30West at 2122ZULU, Next is 54North 40West".

"Correct Speedbird 123". (Note: correct the controller if he accidentally reads something back wrong).

Just before 30West you will be passed over to Gander on 131.70, this controller is in charge of the rest of the Atlantic until we reach Canadian airspace.

"Speedbird 123, contact Gander 131.70 good day".

"Gander on 131.70 cheerio".

"Gander Speedbird 123 with you and we have a positional report".

"Speedbird 123 go ahead".

"Speedbird 123 reporting 54North 30 West at ........................."

Continue with position reports until leaving the NAT.

(Back to Top)

Leaving the Track

We have now finished the Oceanic stage of our flight as we pass over Saint Anthony (YAY) and begin to route down the coast into Boston. Once again there is no special procedure for leaving the NAT - you will just be handed over to the appropriate controller. You do not need to give positional reports to this controller as (s)he will offer radar service.

The flight continues normally with descent towards SCUPP then vectors into and landing at Boston/Logan.

(Back to Top)

Apppendix – VAT-UK Static NAT Routes

West-Bound

A TADEX 55/10 55/15 55/20 56/30 56/40 55/50 OYSTR STEAM

WEST LVLS 310 330 340 350 360 370 390

EAST LVLS NIL

EUR RTS WEST NIL

B BABAN 54/15 54/20 55/30 55/40 54/50 CARPE REDBY

WEST LVLS 310 330 340 350 360 370 390

EAST LVLS NIL

EUR RTS WEST NIL

C URAK 53/15 53/20 54/30 54/40 53/50 HECKK YAY

WEST LVLS 310 330 340 350 360 370 390

EAST LVLS NIL

EUR RTS WEST NIL

D DOLIP 52/15 52/20 53/30 53/40 52/50 CRONO DOTTY

WEST LVLS 310 330 340 350 360 370 390

EAST LVLS NIL

EUR RTS WEST NIL

E GIPER 51/15 51/20 51/30 50/40 49/50 VIXUN

WEST LVLS 310 330 340 350 360 370 390

EAST LVLS NIL

EUR RTS WEST NIL

F KENUK 50/15 50/20 50/30 49/40 YYT

WEST LVLS 330 350 370

EAST LVLS NIL

EUR RTS WEST NIL

G GUNSO 49/15 47/20 43/30 40/40 37/50 34/60 HENCH

WEST LVLS 310 330 340 350 360 370 390

EAST LVLS NIL

EUR RTS WEST NIL

(Back to Top)

East-Bound

U YAY 53/50 55/40 56/30 56/20 56/15 MAC

EAST LVLS 310 330 340 350 360 370 390 400

WEST LVLS NIL

EUR RTS WEST NIL

V DOTTY 52/50 54/40 55/30 55/20 55/15 55/10 TADEX

EAST LVLS 310 330 340 350 360 370 390

WEST LVLS NIL

EUR RTS WEST NIL

W CYMON 51/50 53/40 54/30 54/20 54/15 BABAN

EAST LVLS 310 330 340 350 360 370 390

WEST LVLS NIL

EUR RTS WEST NIL

X YQX 50/50 52/40 53/30 53/20 53/15 BURAK

EAST LVLS 310 330 340 350 360 370 390

WEST LVLS NIL

EUR RTS WEST NIL

Y VIXUN 49/50 51/40 52/30 52/20 52/15 DOLIP

EAST LVLS 310 330 340 350 360 370 390

WEST LVLS NIL

EUR RTS WEST NIL

Z HENCH 35/60 36/60 49/50 47/40 50/30 50/20 50/15 KENUK

EAST LVLS 310 330 340 350 360 370 390

WEST LVLS NIL

EUR RTS WEST NIL

(Back to Top)