IVAO Gander / Shanwick Oceanic







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Pilot Procedures
A brief example flight is laid out below to aid with the comprehension of Oceanic procedures from the pilot's seat. We also have an Oceanic planning chart (© www.planningcharts.de) with sample information for crossing the North Atlantic. Pilot training sessions are available after a registration into the IVAO UK Training System. For further details have a look here. These step by step instructions will show you how to file an oceanic flight plan correctly, using the example flight of BAW188 from Newark Liberty International Airport (KEWR) to London Heathrow (EGLL). 1. Selecting the NAT 2. Domestic Routes 2.1 Domestic Departure 2.2 Domestic Arrival 3. The complete route 4. Oceanic clearance 4.1 Voice clearance 4.2 Datalink clearance 5. Entering the NAT 6. En-route in the track 7. Level changes in Oceanic airspace 8. Leaving the NAT 9. Random Route 10. Flight Planning Procedures Extra: Concorde Pilot Procedures Pay attention: The times you report to oceanic ATC have to be in actual UTC time!

1. Selecting the NAT
The NATs change twice a day, at 0100z and 1130z, which makes planning on the day of the flight essential. Updated NATs are available here. For this example let's say the following eastbound NATs are current: Track U -- VIXUN LOGSU 49/50 51/40 53/30 54/20 DOGAL BABAN Track V -- YYT NOVEP 48/50 50/40 52/30 53/20 MALOT BURAK Track W -- COLOR RONPO 47/50 49/40 51/30 52/20 LIMRI DOLIP Track X -- BANCS URTAK 46/50 48/40 50/30 51/20 DINIM GIPER Track Y -- RAFIN VODOR 45/50 47/40 49/30 50/20 SOMAX KENUK Track Z -- SOORY 43/50 46/40 48/30 49/20 BEDRA GUNSO Which track to choose? Well it all depends on where you are flying from, and where you are going. Generally the most favourable winds are situated along the "middle" track, so unless this causes a gigantic detour it's a good idea to plan to use it. If however using this track would cause a rather large increase in distance you should consider a more southern or northern track. You can check the wind and weather conditions here. We will take track Whiskey as it is the best one according to the weather situation and does not accour any detour.

near CPT on the Y3 airway. You must have this clearance no later than 30 minutes before your planned ETA at the entry fix of the track. However this clearance does not allow you to enter Oceanic Airspace. The preferred IFR routing (High altitudes) from Newark to the coastal fix are: TRACK U/ EWR DCT MERIT DCT HFD DCT PUT DCT BOS DCT TUSKY N63B VIXUN TRACKU TRACK V/ EWR DCT MERIT DCT HFD DCT PUT DCT BOS DCT BRADD N53B YYT TRACKV TRACK W/ EWR DCT MERIT DCT HFD DCT PUT DCT BOS DCT KANNI N43A COLOR TRACKW TRACK X/ EWR DCT MERIT DCT HFD DCT PUT DCT BOS DCT WHALE N35A BANCS TRACKX TRACK Y/ EWR DCT MERIT DCT HFD DCT PUT DCT BOS DCT VITOL N27A RAFIN TRACKY or EWR DCT DIXIE V276 PREPI DCT OWENZ DCT LINND DCT KENDA DCT LACKS DCT VITOL N27A RAFIN TRACKY Looking above at the routings we know now our initial routing from Newark Airport to our entry point COLOR. We now move on to plan how to get to and from these NAT end-points. which goes from KANNI to COLOR. So all we need to find now is our arrival route into Heathrow. and The Bovingdon 1 Bravo (BNN1B) STAR which starts at NUGRA. ATC will specify the full route details for aircraft cleared on a route other than an organized track or flight plan route. The pilot is to read back the clearance including the TMI number. ATC will confirm the accuracy of the readback and . NAT and arrival routes to create a complete ICAO Flight Plan which can be decoded by the FMS. Pilots intending to operate in the Gander OCA + Shanwick OCA should note the following: Clearances for VFR climb or descent will not be granted. and filed in IvAp: N0457F370 MERIT DCT HFD DCT PUT DCT BOS DCT KANNI N43A COLOR/M081F380 NATW DOLIP/N0489F390 UN523 CRK UL607 NUMPO Y3 BEDEK OCK2F It is also essential to put the Track Identification number (TMI) in the remarks of your flight plan (RMK/TMI068). the flight level and the Mach number to be maintained (for turbojet aircraft). This must be filed as well if the flight level and/or mach speed doesn't change. Domestic Departure Now as we know our NAT entering point we need to work out the best way of getting there. The Mach number to be maintained will be specified for turbojet aircraft. The pilot is to read back the full details of the clearance. ATC will issue an abbreviated oceanic clearance to aircraft that will operate along one of the NAT organized tracks. 4. We also know already our NAR (North American Route): N43A. The abbreviated clearance will include the track letter. Oceanic clearance When you departed you received your IFR clearance from Newark Clearance Delivery. the first thing to consider is any preferred routing mentioned in the America ATCSCC Advisory. This can be obtained on voice.2. which starts at BEDEK. A separate oceanic clearance must be obtained from the Gander OCC. so all we have to do is plan the route via the available airways: UN523 CRK UL607 NUMPO Y3 BEDEK OCK2F 3. The complete route All we need do now is join the departure. including the cleared track. or via our datalink system. Finally we append the requested mach speed and flight level for the crossing. 2 STARs are available for western arrivals: The Ockham 2 Fox-Trot (OCK2F) STAR. near Birmingham then descends south to BNN via Wescott NDB (WCO). So now we have our complete route on the Canadian side: MERIT DCT HFD DCT PUT DCT BOS DCT KANNI N43A COLOR/M081F380 Domestic Arrival We now have to plan the route from the end of NAT W to Heathrow Airport (EGLL). Domestic Routes Now that we have chosen our NAT we know where we join it (COLOR) and where to leave it (DOLIP). We will enter the European Airspace west of the coast of Ireland so the choice is clear: We will use the OCK2F arrival via BEDEK.

Mach . 5.450 (secondary) . If the aircraft is designated to report meteorological information. advise Gander Oceanic Clearance of your new ETA.83. Speedbird 188" ATC: "Speedbird 188. If all goes well and you obtain clearance via datalink you still have to read it back verbally to clearance to validate it. .e. FL380. Typically the clearance message will give you a time when you must do this.the TMI number. Estimating COLOR at 0246z" ATC: "Speedbird 188 cleared to London Heathrow via COLOR. Oceanic's airspace does not start till just before coordinate 49°N 50°W (49N050W). It is up to the Pilot to call ATC. Below is the transcript of a typical Oceanic clearance: Pilot: "Good evening Gander Center. The flight crew is not immediately authorized to change the route. clearance requests and position reports should be made via private chat. return to previous frequency. TMI 068" ATC: "Speedbird 188. Track WHISKEY. altitude and speed at which the flight is to enter oceanic airspace. Entering the NAT Although the NAT W track starts at COLOR. the radar controller you are already talking to). you are already airborne.83.100 (12710. ATC will not initiate the communication.0 kHz)" Our aircraft has now just been handed off to the Gander Oceanic controller by the Gander domestic controller.that is. One thing to remember: Set your transponder to squawk mode C(S) / code 2000 latest 30 minutes after entering the NAT. except that: If you are at an airport west of 03°W you receive your oceanic clearance on the ground. TMI 068" ATC: "Speedbird 188 your readback is correct. return to previous frequency. you just give a standard position report. this therefore means we must just be coming up to 49 North 50 West." Datalink clearance The datalink clearance can. Mach . pass your message" Pilot: "Speedbird 188 clearance number Zulu 468 estimating COLOR 0244z. altitude or speed in order to comply with the oceanic clearance. not the other way around. ATC: "Speedbird 188. crossing COLOR latest at 0248z. 8 times out of 10. The procedure for aircraft departing Europe is very similar. When entering a track (or contacting any Oceanic controller for the first time) there is no special procedure. this is to ensure that even at peak flow the relevant data reaches the controller. contact Gander Radio now on 127. Voice clearance The frequency is 128. If you are at an airport east of 03°W you will get your oceanic clearance passing 03°W . Speedbird 188. your readback is correct. the pilot will be advised by the inclusion of the phrase “SEND MET REPORTS” in the clearance. Whether received via datalink or voice. the oceanic clearance to enter the Gander OCA has the following meaning: The clearance is valid only within oceanic airspace. pass your message" Pilot: "Speedbird 188 requesting clearance to London Heathrow via track WHISKEY. Track WHISKEY.0 kHz)" Pilot: "Speedbird 188. Good evening. cross COLOR latest at 0248z" Pilot: "Speedbird 188 cleared to London Heathrow via COLOR.83.Callsign is Gander Center (CZQX_OC_CTR). and details the route. If the pilot is on text only. Contact Gander Radio on 127.100 (12710. Below is the transcript of a datalink readback: Pilot: "Good evening Gander Center. Gander Center. or 135." Note: If your ETA for the entry point changes by more than 3 minutes.450 (primary). If this station is not online the clearance has to be requested from Gander Radio (CZQX_FSS) or ultimately Gander Domestic (i. Mach . Gander Center. This is the same for all the other eastbound NAT's. Flight Level 380. after receiving your normal airways clearance. FL380. replace vocal clearances and expedite the process of obtaining oceanic clearance. Good evening. and confirm estimate over entry point. datalink readback" ATC: "Speedbird 188.

Continue with position reports until leaving the NAT. If you do change frequency you'll just be sent back. Speedbird 188 with a position report" ATC: "Speedbird 188. as you burn off fuel the aircraft will be at optimum flight level about half way across. estimating 49 North 40 West at 0329z. how fast you are. next is 51 North 30 West" ATC: "Speedbird 188. Mach . readback correct" . Random Route Short example for a random routing: . Whenever you wish to change speed or altitude. the same way as you were handed off within oceanic airspace. Level changes in Oceanic airspace Do not expect to be able to change level in oceanic airspace. and the succeeding reporting point as per the cleared route. Flight Level 380. pilots should report “reaching” the new level/cruising altitude to ATC.6.83. However as a pilot you have a lot more things to worry about than watching the waves or the stars. 8. pass your message" Pilot: "Speedbird 188. If the ETA for your inbound waypoint changes by more than +/. Domestic (radar equipped) airspace starts far enough away from all destinations that this is not necessary. Gander Radio. 9. En-route in the track We have now left any sight of land behind us. Our British Airways Triple Seven (B777) is just reaching the first of its position report waypoint now. You will just be handed over to the appropriate controller. all times shall be expressed in UTC. After reporting 40W (20W if flying Europe-North America) the controller will instruct you to "report 30 west to Shanwick on 127. passed 47 North 50 West at 0246z. next is 51 North 30 West" Pilot: "Speedbird 188. where you are going next. These are invaluable to the controller to keep you clear of conflict. estimating 49 North 40 West at 0329z. giving both the hour and minutes. Position reports 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. In this case it is Shannon control – Shannon will assign you a squawk code and identify you.83. If the estimated time over the next reporting point is found to be in error by three minutes or more. a typical transcript is below: Pilot: "Gander Radio. 7. Leaving the NAT We have now finished the Oceanic stage of our flight as we pass over DOLIP and begin to route towards London Heathrow. a revised estimated time shall be transmitted as soon as possible to the appropriate ATC unit. the separations involved are just to enormous. This means you switch frequency at 30 west. Flight Level 380. Once again there is no special procedure for leaving the NAT. You do not need to give positional reports to this controller as he will offer radar service. These give the controller an idea of where you are.0 kHz)". These are done: At every waypoint (lat/lon) you fly over. passed 47 North 50 West at 0246z. You should not expect to get initial descent for your destination while within oceanic airspace. and we won't see it again until we reach Ireland.3 minutes from your previous reported time.Note: correct the controller if he reads something back wrong. For all altitude changes. not right away. etc. either climbs or descents.900 (12790. Descents in oceanic airspace will only be given in the event of an in flight emergency such as engine failure. Mach . how high you are. however they are a whole new skill to many pilots. 45 minutes has passed since your last report which ever is earlier. When making position reports. Gander Radio. or for separation issues. the next reporting point and estimated time. It is strongly recommended that you ask for your clearance at the highest level you can possibly achieve on entering Oceanic airspace. decompression. Position reports shall include the reported position.

pass your message" Pilot: "Lufthansa 451. Mach . Mach . 50 North 30 West.except within westbound OTS FL380* FL370 Westbound flight level except within eastbound OTS Eastbound flight level . 52 North 20 West.except within westbound OTS FL320* FL310* Westbound flight level . ready to copy" Pilot: "Lufthansa 451. Flight Planning Procedures For flights operating predominately in an east–west direction: south of 70°N. 52 North 20 West.except within westbound OTS FL300 . 52 North 20 West. Gander Center. 50 North 30 West.83. significant points are defined by the parallels of latitude expressed in degrees and minutes with longitudes at 20° intervals For flights operating predominately in a north–south direction. clearance available. 50°W. LIMRI. return to previous frequency. 48 North 50 West.except within westbound OTS FL340 FL330* Westbound flight level except within eastbound OTS Eastbound flight level . 49 North 40 West. XETBO. the planned tracks shall be defined by significant points formed by the intersection of half or whole degrees of latitude at each 10° of longitude (60°W. 40°W). your readback is correct. 49 North 40 West." All other procedures are the same as "normal". standby" ATC: "Lufthansa 451. 60°N. cleared to Frankfurt/Main via random route YYT. cleared to Frankfurt/Main via random route YYT. requesting clearance to Frankfurt/Main via random route YYT. For flights operating north of 70°N.N0450F330 SEBBY7 DAG DCT LAS KD45Q DVC DCT PWE DCT BDF DCT GIJ DCT CRL DCT DKK DCT SYR TOPPS DCT YYT DCT NOVEP/M083F330 48N050W 49N040W 50N030W 50N20W LIMRI DCT XETBO/N0450F330 DCT EVRIN UL607 SPI UT180 PESOV T180 UNOKO UNOKO1B Pilot: "Good evening Gander Center. Lufthansa 451" ATC: "Lufthansa 451. NOVEP. 50 North 30 West.83. North Atlantic Reduced Vertical Separation Minimum The following flight level allocation scheme (FLAS) should be used by operators for flight planning purposes: May be flight planned for both eastbound and westbound nonRVSM certified aircraft .24 hours per day FL400 FL390 Westbound flight level except within eastbound OTS Eastbound flight level . the planned tracks shall be defined by significant points formed by the intersection of whole degrees of longitude with parallels of latitude spaced at 5° (65°N. FL330. FL330. NOVEP.24 hours a day FL430 FL410 Westbound flight level except within eastbound OTS Eastbound level . Mach . 49 North 40 West. affirm" ATC: "Lufthansa 451.except within westbound OTS FL360* FL350* Westbound flight level except within eastbound OTS Eastbound flight level . 10. Estimating YYT at 1723z " ATC: "Lufthansa 451. cross YYT not before 1730z" Pilot: "Lufthansa 451. LIMRI. 55°N). 48 North 50 West. LIMRI. Good evening. crossing YYT not before 1730z " ATC: "Lufthansa 451. XETBO. NOVEP. Flight Level 330.83. 48 North 50 West. roger. XETBO.24 hours per day Eastbound flight level .

flight plan levels in accordance with the above flight allocation scheme. 3.FL290 and below Even levels westbound . . 2. Al l Ri ghts Res erved.IVAO™. Flight Level*: Shanwick/Gander may exchange on a tactical basis during OTS periods. © 1998-2014 . For operations outside of OTS times and/or the OTS structure.24 hours per day Odd levels eastbound . OTS Times: Eastbound – 0100z to 0800z . Westbound – 1130z to 1900z .24 hours per day Notes: 1. Times are UTC at 30° West.

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