NAT HLA Guide DO NOT USE FOR REAL WORLD NAVIGATION V 1.

NAT HLA Airspace

A Realistic Procedure Guide

An oceanic clearance being requested via ACARS

Picture: Florian Venus

This guide is intended to help virtual pilots on VATSIM to operate closely to

real world procedures in NAT HLA airspace with modern airline jets. Neither
does it claim for completeness, nor does it depict procedures established by
VATSIM. It is created and updated by people affiliated to real aviation
operation, but must NOT be used as a reference for real world navigation.
Feedback is appreciated: fvenus@icloud.com

 NAT HLA Guide DO NOT USE FOR REAL WORLD NAVIGATION V 1.0

Content

1. General
1.1 The Airspace
1.2 Navigation Requirements
1.3 Route Structure

2. Planning Phase
2.1 Determining Your Route Across The Atlantic
2.2 SELCAL

3. Requesting Your Oceanic Clearance

3.1 VHF
3.2 nattrak.vatsim.net
3.3 ACARS

4. Entering NAT HLA Airspace

4.1 Assignment of Frequencies
4.2 Initial Call and SELCAL Check
4.3 HF Communications
4.4 Transponder Procedures
4.5 Strategic Lateral Offset Procedure (SLOP)

5. Attachments (for future use)

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1. General
1.1 The Airspace
According to the NAT HLA Document 2020, the North Atlantic is the busiest
oceanic airspace in the world. It is considered a remote area without radar
coverage and limited VHF coverage. Most conversation is done via HF and
datalink. This guide will familiarize you with the standard operating procedures
and phraseology used.

The North Atlantic High Level Airspace (NAT HLA) consists of the following
Oceanic Control Areas (OCA) between FL285 and FL420:

REYKJAVIK (BIRD)

SHANWICK (EGGX)

GANDER Oceanic (CZQX)

SANTA MARIA (LPPO)

NEW YORK Oceanic East (KZWY)

BODO Oceanic (ENOB)

Shannon-, Brest-, Gander- and Northern Oceanic Transition Areas (SOTA,

BOTA, GOTA, NOTA) as well as Canadian Domestic Airspace are not being
discussed in this document.

1.2 Navigation Requirements

Navigation requirements such as PBCS and RNP will not be discussed in detail
in this document, as these equipments can not be simulated to detail in
current flight simulators and on VATSIM.

In general, on VATSIM we assume modern jet airliners crossing NAT HLA

airspace to be equipped with ADS-B/C equipment, which is also mandatory in
reality to operate in NAT HLA airspace. This also means that you are no longer
required to submit position reports, unless the controllers asks for it.

Whereas CPDLC is also mandatory in reality, on VATSIM it may be used when

the controller offers this service.

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1.3 Route Structure

Within NAT HLA airspace, you will not find an airway structure comparable to
domestic standards. The most economic routings are determined every day
and are published as a so called Organized Track System (OTS). The OTS will
be published via a NAT Track Message, typically at 2200 UTC for the daytime
(westbound) and at 1400 UTC for the nighttime (eastbound) tracks.

The most southerly nighttime track gets the letter “Z” and next most southerly
track the letter “Y”. The most northerly daytime track gets the letter “A”.
Information about available levels and domestic routings like the North
American Routing (NAR) belonging to these tracks are also included in the
Track Message. Each Track Message is identified by a Track Message
Identification Number (TMI) according the Julian calendar (simple progression
of numbered days without reference to month, with numbering from the first
day of the year). Amendments will get the letter “A”, then “B”, etc. added to
the end of the TMI number (e.g. TMI 032A). The latest track message can be
obtained here and should be part of your OFP.

The hours of validity of the two Organized Track Systems (OTS) are normally as
follows:

Day-time OTS 1130 UTC to 1900 UTC at 30°W

Night-time OTS 0100 UTC to 0800 UTC at 30°W

The tracks utilizes even and odd levels to enable as much traffic as possible.
The usable levels are indicated on the Track Message.

In general the OTS is not compulsory, flight plans may be filed along the tracks
or join/leave the outer tracks at any waypoint. These Random Routes must use
published Oceanic Entry and Exit points and only have to cross a full degree of
longitude each 10° of latitude (20° north 70°N and every 30 minutes when
north of 80°N) when flying east-west bound. When flying north-south bound,
every 5° of longitude must cross a full degree of latitude. However, flying
across the track system and through an opposite OTS (also one hour before
and after the validity) should be avoided.

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2. Planning Phase
2.1 Determining Your Route Across The Atlantic
If flying along a track, the ATC flight plan between the NAT Entry- and Exit
point contains the proper Track Identifier in this form: “NATU” stands for Track
“U”, “NATB” for “B”, etc. A route via NAT Track Z at FL350 and Mach .85
would look like this:

[…] ALLRY/M085F350 NATZ DOGAL DCT BEXET […]

If flying along a random routing, the ATC flight plan between the NAT Entry-
and Exit point contains the full routing with all coordinates in between (as
explained in 1.3 Route Structure). A random routing at FL350 and Mach .85
would look like this:

[…] ALLRY/M085F350 DCT N51W050 N52W040 N53W030 N54W020 DCT

DOGAL DCT BEXET […]

2.2 SELCAL
SELCAL is a signaling method which can alert an individual aircraft that a
ground station wishes to communicate with it. It consists of two pairs of
letters, each of which represents a unique tone. The higher the letter, the
higher also the tone. In each pair, the first tone must be lower than the second
tone.

Samples of valid SELCAL codes: AB-CD, DL-AM, DJ-FQ

Samples of invalid SELCAL codes: BA-CD, DL-MA, JD-QF

A SELCAL may, but not necessarily must be unique to one aircraft. If a

SELCAL is assigned more than once, usually these two planes do not operate
in the same geographic region. If you wish to use a real SELCAL linked with
your aircraft registration, you can check for the correct SELCAL e.g. on this
website. If you wish, you can also use a fictional one. In any case, your
SELCAL must be valid and entered before you log in to your pilot client
together with your callsign and aircraft type. Make sure to also enter the
SELCAL code into the remarks section of your flight plan like this: SEL/ABCD

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3. Requesting Your Oceanic Clearance

For all flights within NAT controlled airspace (above FL 55) an oceanic
clearance is required. Latest 30 minutes before entering NAT airspace, a
clearance shall be requested from the ATC unit responsible for the first OCA in
which the flight wishes to operate. When taking off from an airport close to or
within the NAT area, the clearance shall be obtained prior to departure. Please
check the controller info which options are available to obtain your clearance.
The three most often used are:

3.1 VHF
The VATSIM controller will operate a VHF frequency, where clearances can be
requested via voice. Your clearance request shall contain your entry point, the
estimated time at the entry point, your requested flight level, your requested
mach number, the maximum flight level you are able to accept and any other
information which might be of interest for the controller. A typical conversation
would look like this.

Pilot: Shanwick Radio, BAW123, request oceanic clearance

Radio Operator: BAW123, Shanwick Radio, pass your message
Pilot: BAW123 request oceanic clearance, estimating RESNO at 1010, request
Mach Decimal 85, Flight Level 350, able Flight Level 360

The radio operator will then read back your clearance request and state
„standby for clearance“.

After you have received your clearance, read it back and make sure to state
the current TMI from the track message (see 1.3 Route Structure). Return to
domestic frequency and expect to be handed over to the oceanic controller
again when reaching your NAT entry point.

3.2 nattrak.vatsim.net
Your oceanic clearance can also be requested on nattrak.vatsim.net. The
website is self-explanatory, you just need to enter all the information specified
in 3.1 VHF and wait for the controller to issue your clearance.

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3.3 ACARS
If your controller offers datalink services, you can also request the clearance
via ACARS. A log on via CPDLC is not necessary in this case, as the oceanic
clearance request is processed in a similar way as a Pre-Departure Clearance
(PDC) via the ACARS network. Enter all the information specified in 3.1 VHF
and wait for the controller to issue your clearance.

4. Entering NAT HLA Airspace

4.1 Assignment of Frequencies
When crossing the NAT airspace in reality, a main and secondary HF frequency
will be assigned. Due to VATSIM and current flight simulators not realistically
simulating HF frequencies, Audio for VATSIM uses VHF frequencies which
simulate HF coverage. The main frequency for Shanwick Radio is 131.800 MHz
(simulating 6.547 Hz) and the main frequency for Gander Radio is 131.700
MHz (simulating 8.864 Hz).

4.2 Initial Call and SELCAL Check

Your initial call on any NAT frequency should always contain twice the station
you are calling, your callsign, and the frequency you are transmitting on. After
the radio operator asks you to pass your message, state your next OCA and (if
applicable) request a SELCAL check without actually stating your SELCAL
code. This also applies when changing from one OCA to another.
Communication example:

Pilot: Shanwick Radio, Shanwick Radio, BAW123 on 131.800

Radio Operator: BAW123, Shanwick Radio, pass your message.
Pilot: BAW123, Gander next, request SELCAL.
Radio Operator: BAW123, [may assign multiple frequencies], standby for
SELCAL check
Once you received your SELCAL alert:
Pilot: BAW123, SELCAL check OK
Radio Operator: Shanwick Radio

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4.3 HF Communications
Important to know: When talking to Shanwick/Gander Radio, you are not
talking to the oceanic controller. Instead, a radio operator is relaying messages
between you and the control center. It is therefore important to use standard
phraseology, especially on noisy HF frequencies and include the frequency
you are transmitting on, as the radio operator often simultaneously monitors
multiple frequencies. Communication example:

Pilot: Shanwick Radio, Shanwick Radio, BAW123 on 131.800

Radio Operator: BAW123, Shanwick Radio, pass your message.
Pilot: BAW123 request climb FL360
Radio Operator: BAW123 standby
The radio operator will now contact the appropriate OCA and retrieve
clearance for BAW123.
Radio Operator: BAW123, Shanwick Oceanic clears you to climb FL360, report
reaching.
Pilot: BAW123 climbing FL123, will report reaching

4.4 Transponder Procedures

NAT HLA airspace is a non radar environment. Unless otherwise advised, set
transponder code 2000 30 minutes after your NAT Entry Point. This does not
apply when in radar contact (e.g. in parts of the Reykjavik FIR)

4.5 Strategic Lateral Offset Procedure (SLOP)

The Strategic Lateral Offset Procedure (SLOP) is a standard operating
procedure in NAT HLA and the adjacent remote- or oceanic airspaces.

The pilot has the option to fly centerline, 1 NM or 2 NM right of track. Flying
left of track is not permitted. There is no ATC clearance required nor is ATC
being informed about this procedure. It is important that aircraft return to
centerline before exiting NAT HLA airspace.

4.6 CPDLC
Whereas CPDLC is mandatory in NAT HLA airspace in reality, this has not been
yet implemented for VATSIM controllers and pilots. If your oceanic controller

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decides to offer CPDLC, you can log on to the appropriate facility (e.g. EGGX,
CZQX).

Even if a CPDLC connection as been established, you are still required to

make your initial call and especially request a SELCAL check when changing
frequencies. After a positive SELCAL check, SELCAL watch must be ensured.
Without a positive SELCAL check, listening watch must be maintained even if
connected to CPDLC.

The phrase „CPDLC“ upon initial contact is no longer required.

4.7 Position Reports

Position reports are no longer required in NAT HLA airspace, unless the
controller asks for it. Should you be asked to submit a position report, the
phraseology is as follow:

Pilot: Shanwick Radio, Shanwick Radio, BAW123, position report

Radio Operator: BAW123, Shanwick Radio, pass your message

Pilot: BAW123, position RESNO at 1510, Flight Level 360, estimating 55

NORTH 020 WEST at 1540, 55 NORTH 030 WEST thereafter.

The radio operator will then read back your position report.

5. Attachments (for future use)