Long Range Navigation & North Atlantic Operations

Long Range Navigation
& North Atlantic Operations
LONG RANGE NAVIGATION &

NORTH ATLANTIC OPERATIONS
MANUAL
24 SEP 18 Page 1 of 20

Effective Version
Publication Date
22 Sep 18
24 Sep 18

Table of Content
Introduction
Glossary
What is ETOPS?
What is an ETOPS alternate?
Equal Time Point
ETOPS and OFP
North Atlantic Operations
North Atlantic High Level Airspace
Organized Tracks System
Track Message
Oceanic Clearance
Pilot Responsibility
Communication and Radio Procedures
Position Report
Strategic Lateral Offset Procedures
Standard Operating Procedures
Introduction
This document is intended to provide members with knowledge of long range navigation and
North Atlantic operations in within VAC operations. In no circumstances should this document
be used for reference in real world operations and is limited to SIMULATION ONLY.
This document is divided into three sections. The first portion will cover long range navigation
and the ETOPS concept. The second portion will cover North Atlantic operations. The third and
final section will cover VACs standard operating procedures in regards to ETOPS flights and
NAT flights.

Glossary
ACARS Aircraft communications addressing and reporting systems
ACC Area control centre
ADF Automatic Direction Finding
AIRAC Aeronautical Information Regulation and Control
CPDLC Controller Pilot Data Link Communications
DME Distance measuring equipment
ETA Estimated time of arrival
ETOPS Extended Range Twin-engine Aircraft Operations
EUR Europe
FIR Flight Information Region
FL Flight Level
FLAS Flight Level Allocation Scheme
HF High Frequency
LAT Latitude
LONG Longitude
MEL Minimum equipment list
MNPS Minimum navigation performance specifications
NAM North America
NAR North America route
NAT North Atlantic
NAT HLA North Atlantic high level airspace
NOTA Northern oceanic transition area
OAC Oceanic area control centre
OCA Oceanic control area
Oceanic entry point Point on the FIR boundary where the aircraft enter the first OCA
Oceanic exit point Point on the FIR boundary where the aircraft leaves the last OCA
OTS Organized track system
RVSM Reduced vertical separation minimum
SAM South America
SELCAL Selective calling
SLOP strategic lateral offset procedures
SOTA Shannon oceanic transition area
TAS True airspeed
TCAS Traffic Collision Avoidance System
TMI Track Message Identification
UTC Coordinated Universal Time
VHF Very High Frequency
VOR VHF omni-directional Range
WATRS West Atlantic Routes System
WPR Waypoint Position Report

What is ETOPS?
Extended-Range Operations are those intended to be conducted over a route that contains a
point beyond 60 min from an adequate airport at the selected one-engine-inoperative speed in
still air and ISA conditions. An adequate airport is an airport which satisfies the aircraft
performance requirements applicable at the expected landing weight, and sufficiently equipped
to be safely used.
ETOPS is used in order to increase fuel efficiency by decreasing flight time and flight distance.
Below, you will see an example of a non-ETOPS route where the Intended flight route remains
within 60 minutes of a suitable airport.
NON-ETOPS ROUTE (DISTANCE 3339 NM)
In order to remain within 60 minutes of a suitable airport, the intended route takes us over
Greenland and Iceland, adding a significant distance. These routes will only be planned if the
aircrafts ETOPS capabilities have been downgraded through an MEL or airborne system fault.
They are referred as the Blue Spruce Routes.
Here is an example of an ETOPS route.
As you can see, a portion of our route is operated beyond 60 minutes of a suitable airport. This
is were ETOPS comes into effect.
ETOPS ROUTE (DISTANCE 3135 NM)
Depending on the aircraft’s and air operator’s certification, the aircraft can now be operated to
an extended time from a suitable airport. These are knows as ETOPS ratings.
The following ratings are :
ETOPS - 75
ETOPS - 90
ETOPS - 120
ETOPS - 180
ETOPS - 240
ETOPS - 270
ETOPS - 330
ETOPS - 370
The number associated with the rating is equal to the amount of minutes the aircraft can be
operated from a suitable airport. Therefore, the higher the rating, the longer the aircraft can be
operated in a remote area.
Looking at our example above, our ETOPS scenario starts after 52N050W (depicted by the
circle boundary) and ends just before reaching 54N020W (also depicted by the circle boundary)
What is an ETOPS alternate?
An ETOPS alternate is a suitable airport where an aircraft may divert for any emergency during
the ETOPS segment of the route. The airport must meet requirements such as weather
minimums, Airport Rescue and Fire Fighting (ARRF) level and aircraft performance.
The ETOPS alternate is always used as planning purposes. Once in the air, the captain may
choose any airport at his disposal in order to deal with a specific emergency.
ETOPS-180 SCENARIO WITH CYYT AND EINN ETOPS ALTN
Referring to the example above, we can now see our route with two ETOPS-180 alternate.
The large circle around CYYT and EINN represent the 180 minutes radius of action for a Boeing
777. As the aircraft must always be operated within 180 minutes as per our ETOPS
certification, we require both CYYT and EINN as alternates, as only CYYT or EINN wouldn’t
completely cover our ETOPS segment (portion between ENTRY and EXIT on the above map).
Therefore if anything were to happen in flight, we know we can divert safely on a single engine
to either St John’s or Shannon, depending how far we are along our route of flight.
Equal Time Point (ETP)
The equal time point, or ETP, is the most critical point of an ETOPS section. It’s is the position
at which both diversion time between our alternates is the same.
If a diversion was need prior to reaching the ETP in our example above, the aircraft would be
diverted to CYYT. Beyond the ETP, the aircraft would divert to EINN, as it is now closer.

ETOPS and OFP
All the concepts and information we have touched above is included in the VAC OFP. In this
portion of the guide, we will take a look at how interpret the ETOPS section and how to use this
information throughout the flight.
First and foremost, you will instantly be informed of any ETOPS flight by noticing the following
header on the first page of the OFP.
VAC OFP ETOPS HEADER

All ETOPS planned flight will also include and ETOPS section within the OFP. The following
picture is an example of the section. We will cover all the information below.
1. ETOPS Rating. This will tell us with what rating the ETOPS portion has been planned with.
Looking at our plotted charts, we will see our ETOPS alternate(s) with a circle representing
the ETOPS rating. If we have been release with ETOPS-180, the circle will represent 180
minutes of flight on a single engine.
2. ETOPS alternate. In the example above, we can see we have two ETOPS alternate. We
have CYYR and EINN. It is possible to have only one alternate, as long as the radius of our
alternate covers the whole ETOPS portion. Likewise, we may have three or four ETOPS
alternate in order to cover large area of ETOPS.
3. Entry Point. This is the specific point at which we will enter our ETOPS segment. In other
words, we are beyond 60 minutes from a suitable airport. We will use these coordinates in
our fix info page in the aircraft to give us a visual as to when we actually enter ETOPS.
4. ETP. For each pair of ETOPS alternate, you will have an ETP. This will be the equal time
between both airports. This ETP will be important during our flight as we always want to
keep a good situational awareness in the event of a diversion.
5. Diversion information from ETP1 to CYYR.
24 SEP 18 Page 10 of 20

6. Diversion information from ETP1 to EINN.
7. Weather window applicable to our ETOPS alternate. This will help us assess our alternates
once we are airborne with updated forecasted weather.
8. Exit point. This is the specific point at which we exit the ETOPS segment. We are now back
within 60 minutes of a suitable airport. Like the EENT point, we will use these coordinates
to help us visualize our exit via the fix info page in the aircraft.
24 SEP 18 Page 11 of 20

North Atlantic Operations
North Atlantic High Level Airspace (NAT HLA)
In the NAT Region there are six aeronautical radio stations, one associated with each of the
Oceanic Control Areas:
Bodø Radio (Norway, Bodø ACC)
Gander Radio (Canada, Gander OACC)
Iceland Radio (Iceland, Reykjavik ACC)
New York Radio (USA, New York OACC)
Santa Maria Radio (Portugal, Santa Maria OACC)
Shanwick Radio (Ireland, Shanwick OACC)
The NAT HLA is a non radar environment. Radio operators rely on predetermined separation by
other controllers and also rely on position reports. The reports are made by pilots via voice or
ADS/CPDLC. On VATSIM, all position reports shall be made via voice procedures.
Organized Track System (OTS)
As a result of passenger demand, time zone differences and airport noise restrictions, much of
the North Atlantic (NAT) air traffic contributes to two major alternating flows:
1. a westbound flow departing Europe in the morning,
2. an eastbound flow departing North America in the evening.
The effect of these flows is to concentrate most of the traffic uni-directionally, with peak
westbound traffic crossing the 30W longitude between 1130 and 1900 and peak eastbound
traffic crossing the 30W longitude between 0100 and 0800.
Due to the energetic nature of the NAT weather patterns, including the presence of jet streams,
consecutive eastbound and westbound minimum time tracks are seldom identical. The
creation of a different organized track system is therefore necessary for each of the major
flows.
Separate organized track structures are published each day for eastbound and westbound
flows. These track structures are referred to as the Organised Track System or OTS.
The use of OTS tracks is not mandatory. Currently about half of NAT flights utilize the OTS.
Aircraft may fly on random routes which remain clear of the OTS or may fly on any route that
joins or leaves an outer track of the OTS. There is also nothing to prevent an operator from
planning a route which crosses the OTS. However, in this case, operators must be aware that
whilst ATC will make every effort to clear random traffic across the OTS at published levels, re-
routes or significant changes in flight level from those planned are very likely to be necessary
during most of the OTS traffic periods.
24 SEP 18 Page 12 of 20
ROUTE MAP WITH WESTBOUND OTS. NOTE EACH TRACK IS NAMED USING A
PHONETIC LETTER.
Track Message
Within the OFP, you will find the track message appropriate for your flight. The track message
includes the following information divided into two parts.
Part 1
- Valid daily NAT tracks
- Available flight level for each specific tracks
- North American Route (to transition on or off)
Part 2
- TMI and remarks
In the figure below, we can see an example of Part 1 of the track message. Here we find the
available tracks and their coordinates. Remember, tracks change daily and have specific
validity periods. This portion of the track message confirms that our route has been planned
according to the valid tracks for our period of flight.
24 SEP 18 Page 13 of 20
NAT TRACK MESSAGE PART 1
How do we read it? Let’s take a look.
R - name of the track. TRACK ROMEO
Next, we have the routing of the track. The latitude and longitude coordinates are abbreviated
and read as followed:
CUDDY (track entry) 58N050W 58N040W 57N030W 56N020W PIKIL SOVED (exit point)
The valid flight levels are then listed below. Since this is an eastbound track, you will notice no
altitudes are available for westbound flights.
Finally, you will find either a North American (NAR) a European transition (RTS) associated with
the track. It is not mandatory to plan the transitions, but recommended to do so. Don’t worry,
that is your dispatchers job!
Now, we will look at part 2 of the Track Message.
24 SEP 18 Page 14 of 20
NAT TRACK MESSAGE PART 2
1. Important remarks are shown. Also, the Track Message Identification or TMI is included
here. The TMI will need to be included in you Oceanic Clearance to confirm you have the
appropriate track information. In this example, the TMI is 256.
2. As ADS-C and CPDLC are not part of VATSIM, you do not need to worry about these
flight levels not being available to you.
3. These are the following PBCS (Perfomance Based Communication and Survaillance)
tracks. Unlike the other tracks which are spaced by one degree of latitude (60 nm), the
PBCS tracks are spaced by half a degree of latitude (30 nm). The operator must be
approved to use these tracks.
4. Gander Oceanic Clearance Delivery frequency applicable to each specific entry points.
On VATSIM, you will get your oceanic clearance via the appropriate domestic or radio
when online.
The remaining points are general remarks pertinent to the oceanic operation.
Oceanic clearance
Oceanic Clearances are required for all flights within NAT controlled Airspace (at or above
FL60). Pilots should request Oceanic Clearances from the ATC responsible for the first OCA
within which they wish to operate, following the procedures and the time-frame. Such
24 SEP 18 Page 15 of 20

clearances, although in most cases obtained some time before reaching the Oceanic entry
point, are applicable only from that entry point. It is recommended that pilots should request
their Oceanic Clearance at least 40 minutes prior to the Oceanic entry point ETA except
when entering the Reykjavik area from the Scottish or Stavanger areas, then the clearance
should be requested 20 minutes before the Oceanic entry point ETA.
There are three elements to an Oceanic Clearance:
1. Route
2. Speed
3. Level
These elements serve to provide for the three basic elements of separation: lateral, longitudinal
and vertical.
How to request clearance?
When requesting an oceanic clearance, the pilot must give the following information:
- Oceanic entry point (first waypoint within the NAT HLA)
- ETA to entry point
- Requested speed in Mach number
- Requested flight level
- Max flight level
Oceanic clearance via NAT Track (as filed via flight plan)
Example:
Air Canada 865 requesting oceanic clearance. Estimating ELSIR 0130z, request Mach decimal
81, Flight level 350, max flight level 360.
Oceanic controllers will issue you clearance based on your flight plan route if able. The
clearance shall be as followed.
Air Canada 865 cleared to EGLL via ELSIR, NAT track W, from ELSIR maintain flight level 350,
mach decimal 81.
Your read back shall include the all information. Also, to shorten your read back, you should
include the TMI (track message number) in order to avoid having to read back all waypoint on
the track.
Example:
Air Canada 865 cleared to EGLL via track W, TMI 240, from ELSIR maintain flight level 350,
Mach decimal 81.
Oceanic clearance via random route (as filed via flight plan)
The oceanic clearance request remains the same as the example above. The oceanic
clearance will be as followed:
24 SEP 18 Page 16 of 20

Air Canada 865 cleared to EGLL via ALLRY, 51 North 050 West, 52 North 040 West, 54 North
030 West, 55 North 020 West, RESNO, NETKI. From ALLRY maintain Mach decimal 81, flight
level 350.
The pilot must include a full read back of all waypoints within the NAT HLA, as well as the
cleared flight level and speed.
Air Canada 865 cleared EGLL via ALLRY, 51 North 050 West, 52 North 040 West, 54 North 030
West, 55 North 020 West, RESNO, NETKI. From ALLRY maintain Mach decimal 81, flight level
350.
Oceanic clearance, change to route
Depending on Oceanic traffic, your requested flight plan route maybe unavailable. The pilot will
receive a clearance with a route amendment. In this example, we requested the same
clearance as above, but we have been given a reroute.
Oceanic clearance with a reroute. Air Canada cleared to EGLL via RIKAL, 53 North 050 West,
54 North 040 West, 54 North 030 West, 53 North 020 West, MALOT, GISTI. From RIKAL,
maintain flight level 350, Mach decimal 81.
The pilot shall do a full read back.
Oceanic Clearance before departure
At some airports situated close to oceanic boundaries or within the NAT Region, it may be
necessary to obtain the Oceanic Clearance before departure.
On the east side of the NAT, this will apply to departures from all Irish airfields, all UK airfields
west of 2° 30'W and all French Airfields west of zero degree longitude. Oceanic Clearances for
controlled flights leaving airports within the region are issued by the relevant ATS unit prior to
departure.
Pilot responsibility before entering the NAT HLA
After obtaining and reading back the clearance, the pilot should monitor the forward estimate
for oceanic entry, and if this changes by 3 minutes or more, the pilot must pass a revised
estimate to ATC. As planned longitudinal spacing by these OACs is based solely on the
estimated times over the oceanic entry fix or boundary, failure to adhere to this ETA
amendment procedure may jeopardise planned separation between aircraft, thus resulting in a
subsequent re-clearance to a less economical track/flight level for the complete crossing. Any
such failure may also penalise following aircraft.
Furthermore it must be recognised that if the entry point of the oceanic route on which the
flight is cleared differs from that originally requested and/or the oceanic flight level differs from
the current flight level, the pilot is responsible for requesting and obtaining the necessary
domestic re-clearance to ensure that the flight is in compliance with its Oceanic
Clearance when entering oceanic airspace.
24 SEP 18 Page 17 of 20

Communication and Radio Procedures
Operation of the SELCAL must be checked at or prior to entry into oceanic airspace, with the
appropriate radio station. One HF radio must be tuned to the appropriate ATC frequency at all
times. The other HF should be on valid ARINC/Stockholm Radio frequency for the time of the
day. Upon passing first oceanic waypoint, start timing.
After 30 min has elapsed, set transponder code 2000 for NAT airspace. For Pacific
airspace, in the absence of any ATC directions or regional air navigation agreements, operate
the transponder on Code 2000.
VHF 1 select AIR to AIR 123.45 (NAT, WATRS & CEP)
VHF 2 select EMERGENCY 121.50
VHF 3 select ACARS (if available)
Note, on VATSIM, when Oceanic ATS is online, pilots must keep a listening watch on the
appropriate ATS frequency unless otherwise instructed. HF not simulated on VATSIM.
Position Reports
Most modern aircraft are now equipped with ADS and CPDLC, limiting voice communication
over HF frequencies. These systems automatically pass on position reports to the appropriate
agency. When CPDLC or ADS is unavailable pilots must revert to voice procedures.
Unlike the real world operations, VATSIM doesn’t utilize CPDLC over the NAT HLA. Therefore,
all pilot must do a position report when:
- 10 degrees of longitude south of 70N (between 005W and 065W);
Ex : 050W 040W 030W 020W
- 20 degrees of longitude north of 70N (between 010W and 050W).
Example of Position Report
Position, Air Canada 856, RESNO at 1235, Flight Level 330 Estimating 56 North 020 West at
1310, 56 North 030 West Next”
Although not required, good airmanship will recommend including the amount of remaining fuel
on board with you position report.
Strategic Lateral Offset Procedures (SLOP)
With the increase volume of traffic within the NAT HLA, the Strategic Lateral Offset Procedures
has been adopted in order to mitigate mid air collisions due to gross navigation errors, lower
wake turbulence encounter and increase the amount of aircraft within the airspace.
This procedure provides for offsets within the following guidelines:
24 SEP 18 Page 18 of 20

- Along a route or track there will be three positions that an aircraft may fly:
- Centreline
- 1 NM of centreline
- 2 NM right of centreline
- Offsets will not exceed 2 NM right of centreline.
- Offset LEFT of centreline MUST NOT BE MADE

Distributing aircraft laterally and equally across the three available positions adds an additional
safety margin and reduces collision risk. SLOP is now a standard operating procedure for the
entire NAT Region and flight crews are required to adopt this procedure as is appropriate. It
should be noted that:
- Aircraft without automatic offset programming capability must fly the centreline.
- To achieve an equal distribution of flying the centreline or 1NM right or 2NM right of
centreline, it is recommended that flight crews of aircraft capable of programming automatic
offsets should randomly select flying centreline or an offset. In order to obtain lateral spacing
from nearby aircraft (i.e. those immediately above and/or below), flight crews should use
whatever means are available (e.g. ACAS/TCAS, communications, visual acquisition, GPWS)
to determine the best flight path to fly.
- An aircraft overtaking another aircraft should offset within the confines of this procedure, if
capable, so as to create the least amount of wake turbulence for the aircraft being
overtaken.
- For wake turbulence purposes, flight crews should fly one of the three positions shown
above. Flight crews should not offset to the left of centreline nor offset more than 2NM right
of centreline. Flight crews may contact other aircraft on the air-to-air channel, 123.450, as
necessary; to coordinate the best wake turbulence mutual offset option.
SLOP is at the discretion of the pilot and NO ATC CLEARANCE is necessary.
The SLOP must be initiated after the oceanic entry point. The aircraft must be on the
centreline track prior the exiting oceanic point.
24 SEP 18 Page 19 of 20
Standard Operating Procedures
Before passing an oceanic waypoint
Just prior to the waypoint, check the present position coordinates of each navigation system
against the cleared route on the OFP. Check the next two waypoints against the OFP.
Pilot Flying (PF) Pilot Monitoring (PM)
Reads the approaching waypoint on the FMS and Confirms waypoints, track and distance using the
verify the latitude and longitude coordinates of OFP.
each waypoint.
Then reads the track and distance to the next

waypoint and reads the following waypoint.
Over an Oceanic Waypoint
Checks the distance to the next waypoint, Checks Fuel on board (FOB); checks SYSTEM
confirms the aircraft turns in the correct direction page for fuel distribution, FUEL PRED page to
and takes up a new heading and track appropriate confirm FOB at Destination and Alternate airport,
to next waypoint. and compares with computed Flight Plan.
Fills out actual time over waypoint and fuel data

on OFP.
Determine time over next waypoint.
Checks that sum of the fuel on board and the fuel

used is consistent with the total fuel onboard at
departure.
After passing an Oceanic Waypoint
Verifies cross track error of 0 NM on the Makes position report to appropriate ATS or
Navigation Display. broadcast on UNICOM 122.800.
24 SEP 18 Page 20 of 20

Long Range Navigation & North Atlantic Operations

Uploaded by

Copyright:

Available Formats

Long Range Navigation & North Atlantic Operations

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Long Range Navigation & North Atlantic Operations

Uploaded by

Copyright:

Available Formats

Long Range Navigation

& North Atlantic Operations