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- Region IV (NAT) Lead: Dennis R. James, Classic Service, Inc.
- Region IV (NAT) Lead: David Stohr, Air Training International
- Data Link Requirements Take Effect Feb. 5 in North Atlantic; Similar Requirements Postponed in Europe
- Feb. 2, 2015
This week marks the implementation of Phase 2 of the North Atlantic Data Link Mandate (NAT DLM). This initiative seeks to enhance communication, surveillance and air traffic control intervention capabilities in the NAT region in order to increase the overall flow of traffic, while ensuring safety and reducing collision risk, especially along the vertical plane. Meanwhile, Eurocontrol has postponed the VHF Data Link (VDL) Mode 2 Communications mandate in Europe until Feb. 5, 2020. Beginning in 2020, all civil aircraft operating IFR above FL285 in the Eurocontrol area must be retrofitted to support VDL Mode 2 data. Aircraft delivered before 2014 with FANS A/1 installed are exempt from this mandate. Learn more.
- FAA Announces Phase 2 of the NAT Data Link Mandate
- Nov. 25, 2013
The FAA on Dec. 12 will publish a notice to airmen detailing plans for the rollout of Phase 2 of the North Atlantic Systems Planning Group's (NAT SPG) North Atlantic Data Link Mandate (NAT DLM). The implementation begins with Phase 2a, on Feb. 5, 2015, when flights within the NAT Organized Track System between FL350 and FL390 (inclusive) will be required to be equipped with FANS 1/A (or equivalent) controller-pilot data link communications (CPDLC) and ADS-C systems. Phase 2b begins on Dec. 7, 2017 and expands the affected airspace to the ICAO NAT Region. When Phase 2c takes effect on Jan. 30, 2020, all flights at FL290 and above will need the required equipment throughout the ICAO NAT Region. For more information, contact NBAA's Operations Service Group at email@example.com or review the FAA's announcement.
- Technical Guidance Video Available for NAT Flight Operations
- Nov. 18, 2013
U.K.-based Shanwick Oceanic Control has published a technical guidance video for North Atlantic Oceanic Airspace flight operations called “Trackwise.” The hour-long video provides an overview of the requirements and procedures for operation, not only within the organized track system, but more widely within the minimum navigation performance specification airspace. Watch the “Trackwise” video.
- FAA Changing Separation Minima in New York Oceanic Airspace
- Sept. 16, 2013
Beginning Dec. 10 at approximately 7 a.m. EDT, the New York Air Route Traffic Control Center (ARTCC) will begin applying 30 NM lateral and 30 NM longitudinal separation minima for appropriately authorized and equipped RNP4 certified aircraft throughout the New York Oceanic Control Area (CTA). Additionally, 50 NM longitudinal separation minimum will be applied for appropriately authorized and equipped RNP10 certified aircraft. New York ARTCC will continue to accommodate aircraft that are not eligible for 30 NM lateral / 30 NM longitudinal separation minima throughout the CTA. Lateral, longitudinal and vertical separation minima for these aircraft will not change. Learn more.
- Agency Publishes Online Resource for North Atlantic Operations
- September 17, 2012
The FAA recently published an online resource providing U.S. operators with consolidated guidance related to operations in the North Atlantic (NAT). The document includes an overview of the NAT airspace, information related to RNP 10 and RNP 4, datalink, RVSM operations, LOAs, ICAO flight plan changes, current and planned initiatives and many other helpful resources and contacts. View the FAA's NAT Resources for U.S. Operators.
- Reduced Longitudinal Separation Minimum (RLongSM) Trial
- September 17, 2012
The FAA has issued an InFO advising pilots and operators that a trial aimed at establishing lower aircraft separation minima has been implemented within the Gander and Shanwick Oceanic Control Areas in the North Atlantic (NAT) airspace. The Reduced Longitudinal Separation Minimum (RLongSM) Trail will help in obtaining optimum vertical profiles by reducing the longitudinal separation requirement from 10 minutes to 5 for eligible aircraft. No application is required – pilots simply have to request a change in altitude, be properly equipped and have MNPS approval. Aircraft will benefit by having a greater opportunity to climb to more fuel-efficient levels as well as change speed or altitude due to turbulence or bad weather. View the InFO.