North Atlantic High Level Airspace (NAT-HLA)

Anywhere you like (assuming you are talking to ATC). And you have RVSM, HLA approval, CPDLC, ADS-C, more than one LRNS, a transponder, TCAS 7.1, RNP 4, HF, and PBCS.

Source: Ops.Group NAT Quick Reference Guide

You can't cruise at levels between FL 290 - FL 410 inclusive in the NAT region.

Source: Ops.Group NAT Quick Reference Guide

You can fly at FL 280 westbound, FL 270 eastbound, or FL 430 in either direction. If you are HLA approved: You can climb and descend through HLA RVSM airspace to reach your non-RVSM level, and ATC may approve you to fly within RVSM airspace, if you 1. Are a delivery flight, or 2. Did have RVSM approval but returning for repairs, or 3. Humanitarian. Contact the first Oceanic Centre by phone about 6 hours before you plan to enter.

Source: Ops.Group NAT Quick Reference Guide

To Climb/Descend Through RVSM Levels: 1.6.1 NAT HLA approved aircraft that are not approved for RVSM operation will be permitted, subject to traffic, to climb/descend through RVSM levels in order to attain cruising levels above or below RVSM airspace. Flights should climb/descend continuously through the RVSM levels without stopping at any intermediate level and should “Report leaving” current level and “Report reaching” cleared level (N.B. this provision contrasts with the regulations applicable for RVSM airspace operations in Europe, where aircraft not approved for RVSM operations are not permitted to effect such climbs or descents through RVSM levels.). Such aircraft are also permitted to flight plan and operate at FL 430 either Eastbound or Westbound above the NAT HLA.

To Operate at RVSM Levels: 1.6.2 ATC may provide special approval for a NAT HLA approved aircraft that is not approved for RVSM operation to fly in the NAT HLA provided that the aircraft:

a) is on a delivery flight; or

b) was RVSM approved but has suffered an equipment failure and is being returned to its base for repair and/or re-approval; or

c) is on a mercy or humanitarian flight.

Source: NAT Doc 007, ¶1.6

You can't fly in NAT HLA airspace, which is from FL 285 - FL 420.

Source: Ops.Group NAT Quick Reference Guide

Going around HLA isn’t really feasible, because it extends from about 20N to the North Pole. You can fly in the NAT region at FL 280 westbound, FL 270 eastbound, or FL 430 in either direction.

Source: Ops.Group NAT Quick Reference Guide

NAT HLA is that volume of airspace between flight level (FL) 285 and FL 420 within the oceanic control areas of Bodo Oceanic, Gander Oceanic, New York Oceanic East, Reykjavik, Santa Maria and Shanwick, excluding the Shannon and Brest Ocean Transition Areas.

Source: NAT Doc 007, ¶1.1.1

All flights within the NAT HLA must have the approval of either the State of Registry of the aircraft, or the State of the operator.

Source: NAT Doc 007, ¶1.2.1

You can’t operate FL 290 - FL 410 anywhere in the NAT HLA.

Source: Ops.Group NAT Quick Reference Guide

You can cruise at FL 280 or below, or FL 410 or above anywhere in the HLA, including the tracks. There are exempted areas, where you’re all good: North of 80N, Surveillance airspace (where ATC can see you on radar or ADS-B), the Tango Routes, and New York Oceanic East. If you have ADS-B and VHF, Gander will accept you on a line RATSU 61N20W 63N30W 62N40W 61N50W SAVRY or north of.

Source: Ops.Group NAT Quick Reference Guide

The NAT Data Link Mandate (DLM) requires aircraft to be equipped with, and operating, CPDLC and ADS-C in the NAT region. Currently, the mandate incorporates FL 290 to FL 410 inclusive.

Source: NAT Doc 007, ¶1.8.1

The DLM is not applicable to aircraft operating in:

• Airspace north of 80° North;
• New York Oceanic East flight information region (FIR);
• Airspace where an ATS surveillance service is provided by means of radar, multilateration and/or ADS-B, coupled with VHF voice communications as depicted in State Aeronautical Information Publications (AIP), provided the aircraft is suitably equipped (transponder/ADS-B extended squitter transmitter) (see Note 1 below).

Source: NAT Doc 007, ¶1.8.2

The DLM is not applicable to aircraft operating in: Certain categories of flights may be allowed to plan and operate through the mandated airspace with non-equipped aircraft. (See also NAT OPS Bulletin 2017-001.) Charts providing an indication of the likely extent of the NAT ATS Surveillance airspace are included in Attachment 8. Details will be promulgated in the future via State AIP.

Source: NAT Doc 007, ¶1.8.3

You can’t operate FL 290 - FL 410 anywhere in the NAT HLA.

Source: Ops.Group NAT Quick Reference Guide

The NAT Data Link Mandate (DLM) requires aircraft to be equipped with, and operating, CPDLC and ADS-C in the NAT region. Currently, the mandate incorporates FL 290 to FL 410 inclusive.

Source: NAT Doc 007, ¶1.8.1

The DLM is not applicable to aircraft operating in:

• Airspace north of 80° North;
• New York Oceanic East flight information region (FIR);
• Airspace where an ATS surveillance service is provided by means of radar, multilateration and/or ADS-B, coupled with VHF voice communications as depicted in State Aeronautical Information Publications (AIP), provided the aircraft is suitably equipped (transponder/ADS-B extended squitter transmitter) (see Note 1 below).

Source: NAT Doc 007, ¶1.8.2

The DLM is not applicable to aircraft operating in: Certain categories of flights may be allowed to plan and operate through the mandated airspace with non-equipped aircraft. (See also NAT OPS Bulletin 2017-001.) Charts providing an indication of the likely extent of the NAT ATS Surveillance airspace are included in Attachment 8. Details will be promulgated in the future via State AIP.

Source: NAT Doc 007, ¶1.8.3

You can’t fly in most of the airspace, with a few exceptions.

Source: Ops.Group NAT Quick Reference Guide

For a full crossing, use the Blue Spruce routes. You only need a single LRNS - and HLA approval if using them between FL 285 - FL 420. You need HF for the ones that enter Shanwick OCA. You can use Tango 9 with a single LRNS, but T213, T13 and T16 need two.

Source: Ops.Group NAT Quick Reference Guide

Routes for Aircraft with Only One LRNS. A number of special routes have been developed for aircraft equipped with only one LRNS and carrying normal short-range navigation equipment (VOR, DME, ADF), which require to cross the North Atlantic between Europe and North America (or vice versa). It should be recognised that these routes are within the NAT HLA, and that State approval must be obtained prior to flying along them. These routes are also available for interim use by aircraft normally approved for unrestricted NAT HLA operations that have suffered a partial loss of navigation capability and have only a single remaining functional LRNS. Detailed descriptions of the special routes known as ‘Blue Spruce Routes’ are included in Chapter 3 of this Document. Other routes also exist within the NAT HLA that may be flown by aircraft equipped with only a single functioning LRNS. These include routings between the Azores and the Portuguese mainland and/or the Madeira Archipelago and also routes between Northern Europe and Spain/Canaries/Lisbon FIR to the east of longitude 009° 01' W (viz.T9). Other routes available for single LRNS use are also established in the NAT HLA, including a route between Iceland and the east coast of Greenland and two routes between Kook Islands on the west coast of Greenland and Canada.

Source: NAT Doc 007, ¶1.4.1

If this single LRNS is a GPS it must be approved in accordance with FAA TSO-C129 or later standard as Class A1, A2, B1, B2, C1 or C2, or with equivalent EASA documentation ETSO- C129a. Some States may have additional requirements regarding the carriage and use of GPS (e.g. a requirement for FDE RAIM) and flight crews should check with their own State of Registry to ascertain what, if any, they are.

Source: NAT Doc 007, ¶1.4.2

You cannot fly in the NAT region, at all.

Source: Ops.Group NAT Quick Reference Guide

All aircraft operating as IFR flights in the NAT region shall be equipped with a pressure-altitude reporting SSR transponder.

Source: NAT Doc 007, ¶6.8.1

Nowhere. It’s needed in the entire NAT region. And the whole world.

Source: Ops.Group NAT Quick Reference Guide

Turbine-engined aircraft having a maximum certificated take-off mass exceeding 5,700 kg or authorized to carry more than 19 passengers are required to carry ACAS II in the NAT region. The technical specifications for ACAS II are contained in ICAO Annex 10 Volume IV. Compliance with this requirement can be achieved through the implementation of traffic alert and collision avoidance system (TCAS) Version 7.1 as specified in RTCA/DO-185B or EUROCAE/ED-143.

Source: NAT Doc 007, ¶6.9.1

Further than 60 minutes from adequate airports – unless you’re not operating a commercial flight, or have an exemption.

Source: Ops.Group NAT Quick Reference Guide

First, ATC doesn’t care about your ETOPS approval status. This part is really up to you. If you’re operating a noncommercial flight, or have 3+ engines, then don’t worry about ETOPS. If you are required to fly ETOPS, but don’t have it (recent engine change, for example) – then you’ll have to pick out a route that stays within 60 minutes of adequate airports. That probably means staying within 60 mins of BIKF-BGBW-CYYR. There aren’t any 60 minute options running straight across.

Source: Ops.Group NAT Quick Reference Guide

A large portion of NAT crossings are ETOPS operations. ETOPS rules require that one or more suitable enroute alternate airports are named prior to dispatch and then monitored while aircraft are enroute. Enroute alternate airports in the NAT region are limited to those in the Azores, Bermuda, Greenland and Iceland. In determining ETOPS alternate minima, the dispatcher must consider weather conditions, airport conditions (in addition to simple runway lengths), navigation approach aids, and the availability of ATS and ARFF facilities.

Source: NAT Doc 007, ¶16.6.22

The PBCS Tracks.

Source: Ops.Group NAT Quick Reference Guide

Everywhere else, assuming you have RNP 10.

Source: Ops.Group NAT Quick Reference Guide

The navigation system accuracy requirements for NAT MNPSA/HLA operation should only be based on the PBN specifications, RNP 10 (PBN application of RNAV 10) or RNP 4.

Source: NAT Doc 007, ¶1.3.3

Then you can’t enter the NAT HLA Airspace.

Source: Ops.Group NAT Quick Reference Guide

FL 280 or below, FL 430 or above, or outside the HLA area.

Source: Ops.Group NAT Quick Reference Guide

The navigation system accuracy requirements for NAT MNPSA/HLA operation should only be based on the PBN specifications, RNP 10 (PBN application of RNAV 10) or RNP 4.

Source: NAT Doc 007, ¶1.3.3

Shanwick will not welcome you. Stay out of their airspace, but the others may approve you. US operators should note: N-reg aircraft are required to have functioning HF for overwater ops.

Source: Ops.Group NAT Quick Reference Guide

Other OCA’s may approve Satcom for primary comms. If you’re making a full NAT crossing, then you’re basically going via Iceland. One example route is RATSU-ALDAN-KFV–EPENI–63N30W–61N40WOZN-58N50W-HOIST-LOACH-YYR. Canada publishes two routes that can be flown VHF only, without prior approval: below FL 195, routing Iqaluit (Frobay) – Sondre Stromfjord – Keflavík. FL 250 or above, routing Goose VOR – Prins Christian Sund (or Narsarsuaq) – Keflavik. You still need HLA approval to go above FL 285. Gander will probably approve other routes without HF, but ask ATC nicely first. In general, crossing from Greenland-Canada south of 60N, at FL 200 or above, should be fine.

Source: Ops.Group NAT Quick Reference Guide

Aircraft with only functioning VHF communications equipment should plan their route according to the information contained in the appropriate State AIPs and ensure that they remain within VHF coverage of appropriate ground stations throughout the flight. VHF coverage charts are shown in Attachment 4. Some may permit the use of SATVOICE to substitute for or supplement HF communications. However, it must also be recognised that the Safety Regulator of the operator may impose its own operational limitations on SATVOICE usage. Any operator intending to fly through the NAT HLA without fully functional HF communications or wishing to use an alternative medium should ensure that it will meet the requirements of its State of Registry and those of all the relevant ATS providers throughout the proposed route.

Source: NAT Doc 007, ¶4.2.12

Fly wherever you like, but get the F/O to do radios for this leg. Listening watch required even if you have CPDLC running.

Source: Ops.Group NAT Quick Reference Guide

When using HF, SATVOICE, or CPDLC, flight crews should maintain a listening watch on the assigned frequency, unless SELCAL equipped, in which case they should ensure the following sequence of actions:

a) provide the SELCAL code in the flight plan; (any subsequent change of aircraft for a flight will require refiling of the flight plan or submitting a modification message (CHG) which includes the new registration and SELCAL);

b) check the operation of the SELCAL equipment, at or prior to entry into oceanic airspace, with the appropriate radio station. (This SELCAL check must be completed prior to commencing SELCAL watch); and

c) maintain thereafter a SELCAL watch.

Source: NAT Doc 007, ¶6.1.22

Along the core NAT Tracks between FL 350 - 390.

Source: Ops.Group NAT Quick Reference Guide

PBCS for the NAT means having both RCP240 (4 minute comms loop) and RSP180 (3 minute position reporting). If you’re missing approval for either, then you can fly anywhere other than long the core NAT tracks FL 350 - 390.

Source: Ops.Group NAT Quick Reference Guide

Within the OTS the 42.6km (23NM) lateral separation minimum is implemented by applying 42.6km (23 NM) lateral spacing through whole and half degrees of latitude between PBCS designated NAT OTS Tracks between flight levels FL 350-390 inclusive, except when the OTS occurs in the New York OCA East. In the OTS this PBCS-based separation implementation supersedes and replaces the previous trials of RLatSM. In addition to requiring RNP-4 Approval, Operators must appreciate that unlike the filing criteria for the half degree spaced RLatSM Tracks, the simple equipage and operation of CPDLC and ADS-C will not be a sufficient criteria for planning and flying on the designated PBCS-based OTS Tracks. To utilize these tracks the aircraft must have formal State Authorization for filing RCP 240 and RSP 180.

Source: NAT Doc 007, ¶1.10.2

• 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: a westbound flow departing Europe in the morning, and 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 UTC and 1900 UTC and peak eastbound traffic crossing the 30W longitude between 0100 UTC and 0800 UTC.
• The flight levels normally associated with the OTS are FL 310 to FL 400 inclusive. These flight levels, and their use have been negotiated and agreed by the NATS ATS providers and are published as the Flight Level Allocation Scheme (FLAS). The FLAS also determines flight levels available for traffic routing partly or wholly outside of the OTS as well as flights operating outside of the valid time periods of the OTS; often referred to as “transition times’.
• The hours of validity of the two Organised Track Systems (OTS) are as follows:
• (Westbound) Day-time OTS 1130 UTC to 1900 UTC at 30°W
• (Eastbound) Night-time OTS 0100 UTC to 0800 UTC at 30°W

Note: Changes to these times can be negotiated between Gander and Shanwick OACCs and the specific hours of validity for each OTS are indicated in the NAT track message. For flight planning, operators should take account of the times as specified in the relevant NAT track message(s). Tactical extensions to OTS validity times can also be agreed between OACCs when required, but these should normally be transparent to operators.

• Use of the OTS tracks is not mandatory Aircraft may flight plan on random routes which remain clear of the OTS or may fly on any route that joins, leaves, or crosses the OTS. Operators must be aware that while ATC will make every effort to clear random traffic across the OTS at requested 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. A comprehensive understanding of the OTS and the FLAS may assist flight planners in determining the feasibility of flight profiles.

Source: NAT Doc 007, ¶2.1

• To ensure a smooth transition from night-time to day-time OTSs and vice-versa, a period of several hours is interposed between the termination of one system and the commencement of the next. These periods are from 0801 UTC to 1129 UTC: and from 1901 UTC to 0059 UTC.
• During the changeover periods some restrictions to flight planned routes and levels are imposed. Eastbound and westbound aircraft operating during these periods should file flight level requests in accordance with the Flight Level Allocation Scheme (FLAS) as published in the UK and Canada AIPs.
• It should also be recognised that during these times there is often a need for clearances to be individually co-ordinated between OACCs and cleared flight levels may not be in accordance with those flight planned. If, for any reason, a flight is expected to be level critical, operators are recommended to contact the initial OACC prior to filing of the flight plan to ascertain the likely availability of required flight levels.

Source: NAT Doc 007, ¶2.4

Flights which are planned to follow an OTS track for its entire length (during the OTS periods) may plan any of the levels published for that track, keeping in mind PBCS and DLM requirements.

Note: PBCS tracks will be identified in Note 3 of the OTS message. Operators planning to operate in the altitude band FL 350-390 on the PBCS OTS are subject to equipage and authorization requirements as outlined in NAT OPS Bulletin, “Implementation of Performance Based Separation Minima”.

Source: NAT Doc 007, ¶4.1.11