General
Oceanic Controlled Areas - OCAs
Reduced Vertical Separation Minima - RVSM
Minimum Navigation Performance Specification - MNPS
Communication & Oceanic Clearances
North Atlantic Tracks - NAT
Blue Spruce
Selective call - SELCAL
Transponder operation (Squawk-setting)
Polar Tracks (discontinued)
As two of our EUC UIRs (EURN and EURW) are adjacent to Oceanic sectors, we
thought it pertinent to provide some bits and pieces of Oceanic
information, obtained from various sources.
This information is provided "as is", but if you find that
something is either wrong, outdated, missing, or in need of further improvement,
please let our webmaster know immediately.
Keep in mind, that the procedures herein are used to simulate a non-radar
environment, implying that you as a Pilot will operate in an area without radar-coverage.
The following is a rough description or layout of the Oceanic areas:
Gander Oceanic (CZQX_FSS - 131.70 MHz - Voice callsign "Gander
Radio")
- covers the area west of 30°W,
and Greenland above FL195 south of 63.30°N
- Gander may be split into CZQX_N_FSS (131.70 MHz) and CZQX_S_FSS (131.75
MHz)
Iceland Oceanic (BIRD_FSS - 127.85 MHz - Voice callsign "Iceland
Radio")
- covers the airspace north of 61°N, and west of 000°E/W,
and Greenland above FL195 north of 63.30°N
Bodo Oceanic (ENOB_FSS - 127.72 MHz - Voice callsign "Bodo Radio")
- covers the airspace East of 000°E/W and North of 63°N, outside ENOR FIR
Shanwick Oceanic (EGGX_FSS
- 131.80 MHz - Voice Callsign "Shanwick Radio")
- covers the airspace south of 61°N, between 30°W and landfall with UK and Ireland
- during Special Events or Fly-ins, Shanwick may be split into EGGX_N_FSS (131.80 MHz) and EGGX_S_FSS
(131.85 MHz)
Santa Maria Oceanic (LPPO_FSS - 127.90 MHz)
- south of Shanwick, but further details are not known at present
Note:
There is an agreement in place between VATUK and VATCAN, enabling Shanwick to cover Gander, and vice versa,
when the other is offline. Check available ATIS for details.
Available links:
RVSM is implemented between FL 310 and FL390, which allows for
a separation of 1000 feet for aircraft flying the North Atlantic Tracks (NATs).
Aircraft crossing the North Atlantic, that are not RVSM certified, will
either be routed below FL 290, or above FL410.
- Eastbound RVSM Levels are Odd (FL 290/310/330/350/370/390/410)
- Westbound RVSM Levels are Even (FL 300/320/340/360/380/400)
MNPS is only used within RVSM airspace and inside conventional
areas, ensuring minimum longitudinal and lateral separation.
- Airplanes on same route: 10 minutes longitudinal and 60 miles lateral separation
- Airplanes on different, but crossing routes: 15 minutes longitudinal and 60 miles lateral separation
Oceanic Clearance
It is the responsibility of the Pilot to obtain Oceanic Clearance
at least 20 minutes prior to entering the Oceanic region. In cases
where this is not possible, the Pilot must immediately obtain a domestic re-clearance,
and remain outside the Oceanic Control Area.
Clearance Request
A Clearance Request, with a Position Report, requested Mach Number, and Flight Level, is used as follows:
(The phrase "ESTIMATING" is used to indicate the
estimated time at a reference point, and the following position (8) is indicated
with "NEXT".)
The request:
1 - "Request Clearance"
2 - Identification of the aircraft (callsign)
3 - Present position
4 - Time at present position
5 - Flight Level
6 - Next position enroute
7 - Time at next position
8 - Following position
9 - Requested Mach Number and Flight Level for the Oceanic crossing
10 - Any additional relevant information (e.g. weather report)
When a Position Report is not appropriate, the following Clearance Request is used, with Mach Number and
Flight Level:
The request:
1 - "Request Clearance"
2 - Identification of the aircraft (callsign)
3 - Next position enroute
4 - Time at next position
5 - Requested Mach Number and Flight Level for the Oceanic crossing
6 - Any additional relevant information (e.g. weather report)
Position Reports
The Pilot must make a Position Report when passing
each point of his/her flight plan !
In the oceanic regions, position reports are made up of 10º times 10º of
longitude, or 5º times 5º of latitude, depending on direction of flight,
and in accordance with the following criteria:
- Any flight operating predominantly East/West will have to report its
position when entering and leaving the FIR, and then every 10º
- Any flight operating predominantly North/South will have to report
its position when entering and leaving the FIR, and then every 5º
- The Oceanic Control centres can request a flight to report any intermediate
points, if it is considered necessary, e.g. 25W, 35W, etc.
Contents of a position report
1 - "Position"
2 - Identification of the aircraft (callsign)
3 - Present position
4 - Time at present position
5 - Flight Level and Speed (in Mach)
6 - Next position enroute
7 - Time at next position
8 - Following position
9 - Any additional relevant information (e.g. weather report)
Examples:
- POS AFR510 40N020W 1515 FL350 41N030W 1620 40N040W
- POS RZO121 DELTA 0905 FL340 38N020W 0931 KOMUT MOD TURB REQ FL370
- POS AMM134C 40N016W 1013 FL380 NAVIX 1045 SNT 210/55 MS52 TURB NIL
PILOT: "Gander, American 9907, position"
GANDER: "American 9907, Gander, go ahead"
PILOT: "Gander, American 9907, Position 51N40W at 2046Z, FL350 M.76,
estimating 52N30W at 2110Z, 52N15W next"
GANDER:"American 9907, Gander, 51N40W at 2046 FL350 M.76, estimating
52N30W at 2110, 52N15W next"
Please note: For Oceanic procedures, the Ground-station (here
Gander) will always read back the Pilot's reports to ensure accurate reception.
Revised Estimate
Used when a new estimated time for a position is obtained, which is
different from the one indicated in the last Position Report:
Pilot's report:
1 -"Revised Estimate"
2 - Identification of the aircraft (callsign)
3 - Next position enroute
4 - Time at next position
5 - Any additional relevant information (e.g. weather report)
Altitude Changes
Used for alterations in Flight Level, whether requested by the Pilot, or the Controller:
Pilot's request:
1 - Identification of the aircraft (callsign)
2 -"Request"
3 - New Flight Level
Controller's clearance:
1 - Identification of the aircraft (callsign)
2 -"Amended Flight Level Clearance"
3 - New Flight Level
4 - "Report leaving - Report reaching"
(Note: The pilot must report both leaving current flight
level, as well as reaching new flight level)
Route Changes
Used when there is a route alteration, whether requested by the
Pilot, or the Controller:
Pilot's request:
1 - Identification of the aircraft (callsign)
2 - Last position
3 - Time at last position
4 - Next position on current route
5 - Time at next position
6 -"Request"
7 - New Route
Controller's clearance:
1 - Identification of the aircraft (callsign)
2 -"Amended Route Clearance"
3 - New route
VATSIM UK / Shanwick Oceanic vACC provides updated Oceanic tracks with map view and route listing, all available from these pages.
The following routes a) to h) are known as Blue Spruce,
and it has been determined that continuous VHF coverage exists on these routes at FL 300 and above:
a) STN/BEN - ATSIX (60N 010W) - 61N 012 34W - ALDAN - KEF (HF required)
b) STN/BEN - RATSU (61N 010W) - ALDAN - KEF
c) MAC/BEL/GOW - GOMUP (57N 010W) - 60N 015W - 61N 016 30W - BREKI -
KEF (HF required)
d) MOXAL - RATSU - STN/BEN
e) OSKUM - RATSU - STN/BEN
f) KEF - GIMLI - DA - SF - YFB
g) KEF - EMBLA - 63N 030W - 61N 040W - OZN
h) OZN - 59N 050W - PRAWN - NAIN
i) OZN - 59N 050W - PORGY - HO
j) OZN - 58N 050W - LOACH - YYR
k) Between Greenland and Canada
-> SF - 67N 060W - YXP
-> KU - 66N 060W - YXP
-> KU - 64N 060W - 64N 063W – YFB
l) Between Iceland and Greenland
-> RE - 6930N 022 40W - CP
Routes for aircraft with Short Range Navigational Equipment (see MNPS):
a) FLS - VALDI - MY - ING - KEF
(N/UN623 from FLS to VALDI, then G3)
b) SUM - GONUT - MY (UM125 from SUM to GONUT, then G11)
The SELCAL procedure has been implemented in VATSIM by using a private
message with the phrase "SELCAL". A pilot receiving
such a message should contact the current Oceanic ATC as soon as possible.
SELCAL is used to prevent pilots from having to listen
to an ATC frequency for hours, especially on HF frequencies where the
static noise and interference level is very high. In cases where a controller
needs to speak to a Pilot, the ATC will transmit the aircraft's SELCAL,
which will activate an alarm in the cockpit (audible and/or visual), indicating to the Pilot
that his/her presence is required at the radio. Each aircraft has its own pre-defined
and fixed (non-modifiable) SELCAL.
SB3/SB4 and FSInn:
With the release of these Pilot Clients, and the built-in Selcal function,
it is now possible for ATC to send out a Selcal on the aircraft's frequency
which will trigger an audible alarm in the Pilot's cockpit.
In our virtual world, we have to compose our own SELCAL on a case-by-case basis, and it needs to be inserted under Remarks in our flightplan. (See the SBx and FSInn manuals for details.)
In real-life, the Selcall functions by transmitting two groups of two audible tones, each different from the other, chosen from a pre-defined stack of tone-frequencies within the audible spectre. The tone-frequencies used are non-harmonics, thus reducing risk of interference.
Each tone corresponds to a specific character, and these are:
A, B, C, D, E, F, G, H, J, K, L, M, P, Q, R and S.
Composition of a SELCAL is subject to the following rules:
- The fist tone within each pair must be lower than the second, e.g. AB, FS, EG (never GE, SF or BA)
- A tone may not be repeated, i.e. CS-CD is an invalid Selcall combination as C is repeated
Examples of valid SELCALs:
CS-JL
KS-GR
HS-LQ
CG-BS
BF-PQ
A pilot should state his/her SELCAL at first contact with the Oceanic centre
Selcall application (if required):
A separate Selcal application has been developed for Pilots, available here.
Transponder Operation
Except in cases of Lost Communications (Comms failure), the pilot must
have his/her transponder in Mode A/C, squawking 2000 for all directions.
When entering radar controlled area the Pilot will receive instructions
on setting of a new transponder code (Squawk code), if ATC is available online. If not, set default IFR code (2200).
Although the Polar Track Structure (PTS) within Reykjavik CTA have been discontinued, they are still included here for information
Reykjavik CTA
PTS used to consist of 10 fixed tracks. Although
not mandatory, flights planning to operate on the Europe-Alaska axis at FL310 through
FL390 submitted flight plans in accordance with one of the PTS tracks.
The main PTSs were identified by the letters N, O, P,
Q, R and S. The tracks were laterally separated throughout the Reykjavik CTA.
PTS N:
NARVI (8200N 01100E) - NP
PTS O:
ORGAN (7959N 00000W/E) - 8336N 01000W - OVBES (8700N 06000W)
PTS P:
FORUM (7223N 00000W/E) - 7851N 01000W - 8142N 02000W - PELRI (8500N 06000W)
PTS Q:
LIRKI (6100N 00151W) - 6600N 00500W - 7059N 01000W - 7626N 02000W - 8051N 04000W - LT
PTS R:
MATIK (6100N 00804W) - 6600N 01230W - 7120N 02000W - 7730N 04000W -
ROGSO (801052N 06900W)
PTS S: (Note: Single direction / Eastbound only)
SINVU (765113N 0753626W) - THULE - 740000N 0400000W - 6800N 02000W - RATSU
(6100N 01000W)
Examples of flight plans:
MATIK - PTSR - ROGSO
indicating that the flight would operate along the whole length of the PTS
LT - PTSQ - LIRKI, etc
same as above
Four adjoining tracks were established, identified by numbers 1 through
4, laterally separated from each other.
PTS 1:
MATIK (6100N 08004W) - 6600N 01230W - 6940N 02000W - 7400N 04000W -
THULE - SINVU (765113N 0753626W)
PTS 2:
GONUT (6100N 00435W) - 6600N 00830W - 7305N 02000W - 7805N 04000W -
ROGSO (801052N 06900W)
PTS 3:
SECON (6800N 00000W/E) - 7454N 01000W - 8013N 03000W - LT
PTS 4:
PRIMO (7610N 00000W/E) - 8228N 02000W - PELRI (8500N 06000W)
Non-compulsory reporting points were also established on two of the
adjoining tracks, indicating where lateral separation from the main
Polar Tracks was attained, or lost, as appropriate:
a) On Track 2: RUBIN (7200N 01716W)
b) On Track 3: QUASI (7800N 0185115W)
Abbreviated clearance
Was used when clearing an aircraft to follow one of the PTSs throughout its flight, within the Reykjavik
CTA, and included:
a) Clearance limit
b) Track (specified by the track code)
c) Flight level(s)
d) Mach Number (if required)
Important:
When receiving an abbreviated clearance, the Pilot has to read back the
contents of the clearance message, and in addition, the full
details of the track specified by the track code.
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