Welcome to IVAO United Kingdom


A joint IVAO Canada and IVAO UK site

Controller Procedures

The Canadian and British divisions have compiled a standard operating procedure document for North Atlantic control. This document covers procedures for both Gander and Shannon FIRs.

Before attempting to connect to any oceanic position all controllers, regardless of division of origin, must complete oceanic training which is offered jointly by the Canadian and British divisions. Upon completion of this training the controller is rated to work both Gander and Shanwick positions.
It is important to understand that staff of either division have full jurisdiction over both FIRs, and their instructions should be complied with.

The NATOPS document is available in HTML format below, or in PDF format here

Download the sector file for Shanwick and Gander FSS here. Do remember that radar may NOT be used to control.

Contents

  1. Purpose
  2. Description of airspace and sectors
  3. Oceanic control (OCC) procedures
  4. Oceanic Radio (FSS) procedures
  5. Gander-specific procedures
  6. Shanwick specific procedures
  7. Datalink Oceanic Route Clearance Authorisation (ORCA)
  8. Inter-unit coordination and co-ordination with domestic units
  9. Annexes
    1. North Atlantic airspace diagram

1. Purpose

This Document establishes standard procedures for the control of the North Atlantic MNPS airspace by Gander OCC and Shanwick OCC including coordination and transfer of control of flights and delegation of airspace between the two units.

2. Description of airspace and sectors

The Gander and Shanwick OCC are each responsible for half of the north Atlantic MNPS airspace (boarder is at 30W°). Both OCAs have been divided into various sectors to optimise traffic management and controller workload.

sector frequency identifier code
Gander Oceanic clearance 128.450 / 135.450 CZQX_OC_CTR OC
Gander FSS (southern tracks) 122.370 (12237.0 kHz) CZQX_S_FSS FSS-S
Gander FSS (northern tracks) 126.900 (12690.0 kHz) CZQX_N_FSS FSS-N
Gander FSS (West airspace) 127.100 (12710.0 kHz) CZQX_W_FSS FSS-W
Shanwick Oceanic clearance 127.650 / 123.950 EGGX_OC_CTR OCD
Shanwick FSS (southern tracks) 127.900 (12790.0 kHz) EGGX_S_FSS ORS
Shanwick FSS (northern tracks) 120.350 (12035.0 kHz) EGGX_N_FSS ORN

(The first position to be opened is always Shanwick FSS (ORS), followed by Gander FSS (FSS-S. Prior permission required for Gander FSS (FSS-W) by EGGX-CH)

A diagram of the North Atlantic Airspace is found in attachment #2

3. Oceanic control (OCC) procedures

3.1 Description of position

The OCC position is responsible for maintaining required separation within the Oceanic Control area by using the position reports relayed by FSS. OCC shall also approve/deny all requests for altitude and/or speed changes as relayed by FSS.
IvAc shall only be used to communicate via text to other pilots and controllers.

The OCC shall process and approve all oceanic clearances. ORCA may be used in lieu of voice. ORCA procedures are located in section 7.

There are two (2) Oceanic Control Centres. One located in Gander and one Located in Prestwick. See sections 5 and 6 respectively for unit-specific procedures.

3.2 Oceanic clearance

Flights planned through Oceanic airspace must obtain a separate Oceanic Clearance. The request is made between 30 and 45 minutes prior to the ETA of the Oceanic Entry point (via Voice or Datalink). It is the responsibility of the Oceanic Controller to ensure that all aircraft enter oceanic airspace properly spaced and remain spaced throughout the crossing.

Phraseology
- PILOT: "Good evening Gander Center, Speedbird 188”
- ATC: "Speedbird 188, Gander Center, Good evening go ahead"
- PILOT: "Speedbird 188 requesting clearance to London Heathrow via track WHISKEY, Flight Level 380, Mach .83. Estimating COLOR at 0246 zulu"
- ATC: "Speedbird 188 cleared to destination via COLOR, then track WHISKEY, expect FL380, Mach .83, cross VIXUN latest at 0248 zulu"
- PILOT: "Speedbird 188 cleared to destination via COLOR, then track WHISKEY, expect FL380, Mach .83, crossing VIXUN latest at 0248 zulu, TMI068"
- ATC: "Speedbird 188, your readback is correct, good night" - at this point the pilot will return to his previous controller"

Note: A time limitation is only given if the aircraft's ETA at the NAT needs to be altered. In the above example BAW188 was cleared via the requested route. If this isn't the case the route would be modified. (It's a good idea to let the pilot know if this is the case before issuing the clearance so you won't have to repeat it because the pilot wasn't properly prepared)

Before issuing clearance the controller shall insert the flight into ORCA and confirm positive spacing exists and will be maintained throughout the crossing. It is the OCC controller’s responsibility to co-ordinate routing and/or altitude changes with domestic units.

Actual clearance to change course and/or altitude will always be given by the domestic unit. It is not necessary to pass entry times as the domestic units have a dedicated monitor.

3.3 Minimum separation

Procedural separation must be applied at all times.

3.3.1 Vertical

Minimum vertical separation within MNPS airspace is 1,000 feet up to and including FL410, and 2,000 feet above that.
Supersonic flights require 4,000 feet vertical separation from all other traffic if no other form of separation exists. This applies at any level for aircraft at supersonic speeds.

3.3.2 Lateral

Minimum lateral separation is sixty (60) Nautical Miles.
Parallel tracks which are spaced apart by one (1) degree, and which change latitude by no more than two (2) degrees over a longitude of ten (10) degrees are deemed to be separated.

Example: Example: tracks from 50N020W to 52N030W and 49N020W to 51N030W are separated. 52N010W to 55N020W and 51N010W to 54N020W are not separated.

NAT tracks are normally defined so that they do not change latitude by more than 2 degrees for each 10 degrees longitude difference thereby ensuring separation.

3.3.3 Longitudinal

Minimum longitudinal separation for aircraft on the same track is ten (10) minutes flying time.

Example: An aircraft passing 49N040W at FL380 must not be followed by another at the same level on the same track until ten minutes have elapsed after the first one passed that point.

Aircraft on crossing tracks at the same level must be fifteen (15) minutes apart at the point where their tracks cross.

3.3.4 Speed differences

Aircraft with different speeds on the same track/FL will gradually get closer or further apart. It is imperative to monitor this change of spacing closely for loss of separation. Aircrafts are requested to maintain the cleared speed given with the oceanic clearance.

When calculating initial spacing use the following formula:

Slow followed by fast: Add one (1) minute to the standard for every increase of 0.01 Mach number of the second aircraft.

Example: M0.80 followed by M0.84 requires FOURTEEN minutes at ocean entry same track same level.

Fast followed by slow. Subtract one (1) minute from the standard for every decrease of 0.02 Mach number of the second aircraft. The minimum is 5 minutes at Oceanic entry.

Example: M0.84 followed by M0.80 requires a minimum of EIGHT minutes separation at ocean entry same track same level.

If two aircraft at different speeds are entering Oceanic Airspace at the same point but following tracks which will be separated by no less than sixty (60) nautical miles, or ten (10) degrees of longitude after entry the increase above is not required. The reduction above may still be applied.
If this situation occurs inside Oceanic Airspace (as opposed to at entry) then they are considered to be on crossing tracks and the fifteen (15) minute rule applies. There is no reduction to the fifteen minute rule for fast followed by slow on crossing tracks.

3.3.5 Opposite direction

The following is included in order to determine the separation requirement for aircraft wishing to climb/descend through the level of another aircraft opposite direction, whether on the same track or crossing tracks opposite direction.

Vertical separation must be established by a position calculated to be thirty (30) minutes flying time before the position/time at which it is estimated that they will pass one another, and must continue to exist until 30 minutes after they are estimated to have passed. If it can be positively established that they have passed, by both having reported passing the same Oceanic Reporting Point then the separation may be reduced to 10 minutes after they are known to have passed each other.

Example: Two aircrafts,

      • A: routing 55N010W 56N020W 57N030W
        estimates 56N020W at 1234 and 57N030W at 1304
      • B: routing 56N030W 56N020W 56N010W.
        estimates 56N030W at 1224 and 56N020W at 1254.

Inspection and calculation indicates that they will both be approximately one third of the way from 20W to 30W (or two thirds of the way from 30W to 20W) at approximately the same time (1244). So vertical separation must exist from 1214 until 1314. Once (B) has reported coordinate 20W the pass will have been established and one or other may climb/descend through the other aircraft's level after 1304 (ten minutes after they are known to have passed).

3.4 Communication with aircraft

Communication with aircraft over the North Atlantic shall be made by relay through the FSS stations. See sections 5 and 6 for Gander and Shanwick intercom procedures.

4. Oceanic Radio (FSS) procedures

4.1 Description of position

The FSS position is responsible for relaying communications between the OCC and aircraft over the North Atlantic, as well as entering position updates into the OCMS.

Up to three flight service specialists may work as Gander FSS. The area of coverage for each sector will depend on actual traffic, and shall be decided by the FSS supervisor , S sector (or the Shanwick FIR Chief)

Typically N serves traffic north of 50W, S serves traffic south of 50W and W traffc west from 50W onwards.

4.2 Radio frequencies

All communications take place HF frequencies. As the current pilot/controller software doesn’t support HF frequencies a modified decimal system has been arranged where the frequency 12237 kHz is entered as 122.37 in IvAc. Phaseology for the said frequency remains “one two two three seven kilohertz”

4.3 SELCAL

SELCAL shall be used whenever aircraft are equipped. On initial call-up SELCAL should be verified. Subsequent communications shall always be initiated with a SELCAL signal.

To transmit a SELCAL signal enter .selcal [callsign] in the IvAc comm. box and transmit. If the SELCAL check fails the aircraft should be advised to monitor the frequency continuously.

4.4 Position reports

Aircraft will transmit position reports to Gander or/and Shanwick FSS at each waypoint along their route, or every 45 minutes, whichever is shorter. Upon receiving the report Gander FSS or/and Shanwick FSS shall enter the estimate time as well as any remarks/requests into the OCMS flight strip.

Phraseology
- PILOT: "Gander Radio, Speedbird 188with a position report”.
- ATC: "Speedbird 188, Gander Radio go ahead".
- PILOT: "Speedbird 188 reporting 47 North 50 West at 0246zulu, Flight Level 380, Mach .83. Estimating 49 North 40 West at 0329zulu, Next is 51 North 30 West".
- ATC: "Speedbird 188, Gander Radio. Checked 47 North540 West at 0246zulu, Flight Level 380, Mach .83, Estimating 49 North 40 West at 0329zulu, Next is 51 North 30 West".
- PILOT: "Speedbird 188, readback Correct " - Note: correct the controller if he reads something back wrong.

If any portion of the aircraft’s transmission is unreadable, or if parts are omitted reconfirm with the aircraft before reading back the position report.

4.5 Relay of requests and clearances

Aircraft will make all requests on FSS frequencies. These shall be relayed to the OCC controller:

  • By entering the request in the remarks field of the flight strip: RMK/REQ F350 1334z
  • When more urgent, or if no reply received within five (5) minutes via intercom. See sections 5 and 6 for local intercom procedures.

5. Gander-specific procdures

5.1 Communication

Aircraft When issuing instructions or clearances always preface with “ATC clears” or “ATC instructs” as appropriate. Refer to the Canadian Phraseology guide, section 8, for complete intercom procedures.

5.2 Consolidation of sectors

When staffing the sectors shall be consolidated as follows:

  • 1 Controller: FSS-S shall be open. FSS-W and FSS-N shall be delegated to FSS-S. FSS-S shall assume the duties of OC.
  • 2 Controllers: FSS-S and OC shall be open. FSS-W and FSS-N shall be delegated to FSS-S.
  • 3 Controllers: FSS-N, FSS-S and OC shall be open. FSS-W shall be split between FSS-N and FSS-S.
  • 4 Controllers: FSS-N, FSS-S, FSS-W and OC shall be open

6. Shanwick specific procedures

6.1 Airspace allocation

Sections of the Shanwick FIR are allocated to Shannon ACC and Brest ACC. The areas are designated SOTA (Shannon Oceanic Transition Area) and BOTA (Brest Oceanic Transition Area), respectively (see attachment #3) Aircraft within these sectors are handled by the relevant domestic ATC authority.

6.2 ORCA

Aircraft requesting Oceanic clearance via ORCA (see paragraph 7) are not required to conact Shanwick on RTF.

6.3 BOTA (see attachment for BOTA chart)

Flights via..:

  • UN480 routing REGHI <-> ETIKI
  • UN420 routing LAPEX <-> SEPAL
  • UN460 routing RIVAX <-> SIVIR

…will enter the BOTA.

6.4 SOTA (see attachment for SOTA chart)

Flights via..:

  • UN491 routing GUNSO <-> BEDRA
  • UL739 routing KENUK <-> SOMAX
  • UN514 routing GIPER <-> DINIM

…will enter the SOTA.

6.5 NOTA (see attachment for NOTA chart)

Flights via..:

  • UN542 routing BABAN <-> VENER
  • UP618 routing BABAN <->RESNO
  • UN551 routing NIBOG <-> ODLUM <-> RESNO
  • UM17 routing DEXET <-> ODLUM <-> ETARI
  • UN551 routing NIBOG <-> ODLUM <->ETARI
  • UM17 routing DEXET <-> ODLUM <-> PIKIL
  • UN563 routing MIMKU <-> ELPIN <-> PIKIL
  • UP736 routing ELPIN <-> BILTO
  • UN550 routing NIBOG <-> ELPIN <-> SUNOT
  • UP979 routing DEVOL <-> DEXET <-> ELPIN <-> OSBOX <-> AGORI
  • UN572 routing GOMUP <-> AGORI <-> SUNOT

…will enter the NOTA.

6.6 Bandboxing

When staffing the sectors shall be consolidated as follows:

  • 1 Controller: ORS shall be open. ORN shall be delegated to ORS. In addition ORS shall assume the duties of OCD.
  • 2 Controllers: ORS and OCD shall be open. ORN shall be delegated to ORS.
  • 3 Controllers: ORS, ORN and OCD shall be open.

7. Datalink Oceanic Route Clearance Authorisation (ORCA)

7.1 Overview

Aircraft Communication Addressing and Reporting System (ACARS) equipped arcraft may request and receive their Oceanic clearance via datalink, utilising the Oceanic Route Clearance Authorisation system (ORCA). This system should not be used by aircraft within 30 minutes of entry to Oceanic airspace; RTF should then be used.

7.2 Usage

Aircraft will request clearance using the web-based FMC, following the included instructions. When a clearance request is made a flight-strip will appear in the Pending bay on the ORCA ATC page. The flight should be checked for conflict with the aircraft in the relevant FL/Track section on the Cleared bay. If required, the FL, ETA or track can be changed before clearing the aircraft. Alternatively, ATC can request negotiation with the flight by pressing the DENY button. The pilot will then receive a message requesting radio contact.
Aircraft in the Cleared bay can have their details changed by clicking on the callsign.

8. Inter-unit co-ordonnation and co-ordination with domestic units

8.1 Oceanic transfer points

Transfer of communications to and from domestic units shall occur at the following points:

8.1.1 Gander FSS (CZQX) <-> Montreal ACC (CZUL)
<-> BZ: MUSVA - KAGLY - BERUS - IKMAN - TANTI - GRIBS
<-> FG: VIMLA - MINBO - TAPLU - PEPKI - KENRI - VIBDI

Normally Oceanic clearances for flights entering north of MOATT shall be relayed through, or directly issued by the Montreal ACC. The duty clearance controller for eastbound flights shall confirm with the appropriate Montreal sector. If the Montreal controller issues the oceanic clearance directly the controller shall enter the flight into ORCA.
If clearances are being relayed refer to section 8 of the Canadian Phraseology guide for intercom clearance phraseology.

Montreal ACC shall transfer flights to Gander FSS latest 2 minutes prior to crossing the entry fix of the NAT. Before transfer Montreal ACC shall ensure aircraft is at Flight Level, and Mach speed specified in the oceanic clearance, and shall cross the entry fix at the time specified.

Gander FSS shall transfer flights to Montreal ACC latest at the oceanic transfer point. Once the flight is identified, and not less than 15nm from the oceanic exit fix Montreal ACC shall remove the flight from OCMS.

Phraseology
- Position report at waypoint preceding the exit fix of the NAT
- PILOT: “Readback correct, Speedbird 188”
- ATC: “Speedbird 188, contact Montreal Centre at (or crossing) LAKES on 126.500"
- PILOT: “At LAKES contactacting Montreal on 126.500, Speedbird 188”

8.1.2 Gander FSS (CZQX) <-> Gander ACC (CZQX)
<-> FX: MOATT - PRAWN - PORGY - LOACH - SCROD - OYSTR
<-> GN: CARPE - HECKK - CRONO – 51N050W – 50N050W – LOGSU – NOVEP – RONPO – URTAK – VODOR

All oceanic clearances shall be issued by Gander OCC by voice or via ORCA. If voice communication is required Gander ACC (or Moncton if the aircraft is still in the Moncton FIR) shall release aircraft to Oceanic clearance frequency when convenient.

Gander ACC shall transfer flights to Gander FSS latest 2 minutes prior to crossing the entry fix. Before transfer Gander ACC shall ensure aircraft is at Flight Level, and Mach speed specified in the oceanic clearance, and shall cross the entry fix at the time specified.

Gander FSS shall transfer flights to Gander ACC not later than the oceanic transfer point. Once the flight is identified, and no less than 15nm from the oceanic exit fix Gander ACC shall remove the flight from OCMS.

Phraseology
- Position report at waypoint preceding the exit fix of the NAT
- PILOT: “Readback correct, Speedbird 188”
- ATC: “Speedbird 188, contact Gander Centre at (or crossing) LOGSU on 124.170"
- PILOT: “LOGSU contacting Gander on 124.170, Speedbird 188”

8.1.3 Shanwick FSS (EGGX) <-> Scottish ACC (EGPX)
<-> RATSU - ATSIX - BALIX - ERAKA – SUNOT/GOMUP – IBROD – PIKIL/MIMKU – RESNO/ NIBOG

All oceanic clearances shall be issued by Shanwick OCC by voice or via ORCA. If voice communication is required Scottish ACC shall release aircraft to Oceanic clearance frequency when convenient.

Scottish ACC shall transfer flights to Shanwick FSS latest 2 minutes prior to crossing the entry fix. Before transfer Scottish ACC shall ensure aircraft is at Flight Level, and Mach speed specified in the oceanic clearance, and shall cross the entry fix at the time specified.

Shanwick FSS shall transfer flights to Scottish ACC not later than the oceanic transfer point. Once the flight is identified, and no less than 15nm from the oceanic exit fix Scottish ACC shall remove the flight from OCMS.

Phraseology
- Position report at waypoint preceding the exit fix of the NAT
- PILOT: “Readback correct, Speedbird 188”
- ATC: “Speedbird 188, contact Scottish Control now on 132.725"
- PILOT: “Contacting Scottish Control on 132.725, Speedbird 188”

8.1.4 Shanwick FSS (EGGX) <-> Shannon ACC (EISN)
<-> VENER – DOGAL/BABAN – MALOT/BURAK – LIMRI/DOLIP – DINIM/GIPER – SOMAX/KENUK – BEDRA/GUNSO/OMOKO

All oceanic clearances shall be issued by Shanwick OCC by voice or via ORCA. If voice communication is required Scottish ACC shall release aircraft to Oceanic clearance frequency when convenient.

Shannon ACC shall transfer flights to Shanwick FSS latest minutes prior to crossing the entry fix. Before transfer Shannon ACC shall ensure aircraft is at Flight Level, and Mach speed specified in the oceanic clearance, and shall cross the entry fix at the time specified.

Shanwick FSS shall transfer flights to Shannon ACC not later than the oceanic transfer point. Once the flight is identified, and no less than 15nm from the oceanic exit fix Shannon ACC shall remove the flight from OCMS.

Phraseology
- Position report at waypoint preceding the exit fix of the NAT
- PILOT: “Readback correct, Speedbird 188”
- ATC: “Speedbird 188, contact Shannon Control now on 131.100"
- PILOT: “Contacting Shannon Control on 131.100, Speedbird 188”

8.1.5 Shanwick FSS (EGGX) <-> Brest ACC (LFRR)
<-> ETIKI - SEPAL – SIVIR - BEGAS

All oceanic clearances shall be issued by Shanwick OCC by voice or via ORCA. If voice communication is required Scottish ACC shall release aircraft to Oceanic clearance frequency when convenient.

Brest ACC shall transfer flights to Shanwick FSS latest 2 minutes prior to crossing the entry fix. Before transfer Brest ACC shall ensure aircraft is at Flight Level, and Mach speed specified in the oceanic clearance, and shall cross the entry fix at the time specified.

Shanwick FSS shall transfer flights to Brest ACC not later than the oceanic transfer point. Once the flight is identified, and no less than 15nm from the oceanic exit fix Brest ACC shall remove the flight from OCMS.

Phraseology
- Position report at waypoint preceding the exit fix of the NAT
- PILOT: “Readback correct, Air France 722”
- ATC: “Air France 722, contact Brest Channel now on 125.500"
- PILOT: “Contacting Brest Channel on 125.500, Air France 722”

8.1.6 Shanwick FSS (EGGX) <-> Madrid ACC (LECM)
<-> BEGAS - DIXIS - BERUX

All oceanic clearances shall be issued by Shanwick OCC by voice or via ORCA. If voice communication is required Scottish ACC shall release aircraft to Oceanic clearance frequency when convenient.

Madrid ACC shall transfer flights to Shanwick FSS latest 2 minutes prior to crossing the entry fix. Before transfer Brest ACC shall ensure aircraft is at Flight Level, and Mach speed specified in the oceanic clearance, and shall cross the entry fix at the time specified.

Shanwick FSS shall transfer flights to Madrid ACC not later than the oceanic transfer point. Once the flight is identified, and no less than 15nm from the oceanic exit fix Brest ACC shall remove the flight from OCMS.

Phraseology
- Position report at waypoint preceding the exit fix of the NAT
- PILOT: “Readback correct, IBERIA 6463”
- ATC: “IBERIA 6463, contact Madrid Control now on 135.700"
- PILOT: “Contacting Madrid Control on 135.700, IBERIA 6463”

8.2 Shanwick / Gander FSS <-> New York / Santa Maria FSS

All transfers shall be co-ordinated through intercom (coordination) at least 15 minutes prior to hand off.

Transfer of communications and control shall occur at coordinate 45N°.

8.3 Gander FSS <-> Shanwick FSS

Estimates for 30W do not have to be exchanged unless specifically requested by either controller.

All flights shall be transferred at 30W. Upon reporting 20W/40W the aircraft shall be instructed to make next report on the new frequency.

There shall be no further communication unless required. Ensure that pilots understand that they’ve to contact the new frequency only upon reaching 30W, not immediately.

Phraseology
- Position report at 20W / 40W
- PILOT: “Readback correct Speedbird 188”
- ATC: “Speedbird 188, Report crossing 30 West to Gander Radio on frequency one two two three seven (122.370 MHz)”
-PILOT: “Reporting 30 West to Gander Radion on on frequency one two two three seven (122.370 MHz), Speedbird 188.”

When only one oceanic sector is online – be it Shanwick, or Gander – this sector shall issue all oceanic clearances and, traffic conditions permitting, provide full separation and radio services to aircraft within both the Gander and Shanwick OCAs.

Note: When 8.3 is applicable all aircraft within both the Shanwick and Gander OCAs must contact the active controller.

9. Annexes

ANNEX 1 – North Atlantic airspace diagram

© 2012 IVAO Canada and United Kingdom - All rights reserved