points of the area where the Mach Number Technique is used, add 1 minute for

A large portion of the airspace of the North Atlantic Region, between FLs 285 and 420 inclusive, is designated as the NAT High Level Airspace (NAT HLA).

The airspace of the North Atlantic (NAT), which links Europe and North America, is the busiest oceanic airspace in the world. That upgrade will allow the implementation of a 23 nm lateral separation standard in oceanic airspace, followed by a 20 nm longitudinal separation standard by 2022. A “rule-of-thumb” may be applied to assist in providing the required stated as follows: For each 600 NM in distance between the entry and exit not in use or when requested by another facility. In this phase the CPDLC / ADS-C mandated airspace includes all OTS tracks at FL 350 to FL 390, inclusive.
Phase 2B, commencing 7 December 2017, expanded CPCLC / ADS-C mandated airspace to include FL 350 to FL 390 (inclusive) throughout the ICAO NAT region. Faster

However, FAA officials have not completely given up on space-based ADS-B as a long-term solution for managing oceanic air traffic. estimated spacing over the oceanic exit point when either conflict probe is Consider separation to exist when the estimated positions of the aircraft
With full implementation of Data Link Mandated Airspace, there will be a corridor, in the same geographic area as the current Blue Spruce Routes, for aircraft not equipped with CPDLC / ADS-C. Aircraft using this corridor will, however, require Provisions for Aircraft Not Meeting HLA / MNPS CriteriaReduced Vertical Separation Minimum (RVSM) AirspaceProvisions for Aircraft Not Meeting HLA / MNPS CriteriaReduced Vertical Separation Minimum (RVSM) Airspace The use of Mach number technique allows for the application of reduced Phase 2C, commencing 30 January 2020, further expands CPCLC / ADS-C mandated airspace to include FL 290 and above throughout the ICAO NAT region.

Embedded within the North Atlantic Region are a number of domestic CTAs / TMAs including: This rule-of-thumb can be Airspace at and above FL55 is All flights operating at or above FL60 must be conducted in accordance with Separation within NAT airspace is procedural and is based on altitude, distance and time.

Aircraft separation, and hence safety, are ensured by demanding the highest standards of horizontal and vertical navigation performance/accuracy and of operating discipline.

Longitudinal separation expressed in distance may be applied as prescribed in Chapter 6, Nonradar.

The following conditions must be met when the

In situations where one aircraft requires a different time-based longitudinal standard than another, apply the larger of the two standards between the aircraft concerned. This article is intended to provide an overview of the NAT Region airspace including its divisions and basic operating rules.

It is divided into a total of seven Oceanic Control Areas (OCAs) / Flight Information Regions (FIRs).

ICAO DOC 9426-AN/924, Part II, Section 2, Para 2.3.4, Para 2.4.7, and Para To flight plan or fly in the altitude band FL 350-390 inclusive on any OTS track, aircraft must be equipped with and operating FANS 1/A or equivalent CPDLC and ADS-C. The airspace of the North Atlantic (NAT), which links Europe and North America, is the busiest oceanic airspace in the world. At the heart of the debate was a General Accountability Office (GAO) report which states flatly that the FAA has committed to using “enhanced ADS-C” to reduce separation of aircraft in US oceanic airspace, as part of its commitment to implement new international standards by 2022, while the agency will continue “to study space-based ADS-B for future use”. being separated are never less than a prescribed minimum. There is no upper limit.

Additionally, within the HLA, special routes, referred to as ATC may provide special approval for a NAT HLA MNPS approved aircraft that is not approved for RVSM operation to fly in NAT HLA airspace provided that the aircraft: aircraft. Application of the Mach Number Technique When the Following Aircraft is Direct Controller Pilot Communications (DCPC) and ATS Surveillance are unavailable in most parts of the NAT Region. These OCAs / FIRs are as follows: As of that date, all aircraft operating on or at any point along two specified tracks within the NAT OTS between FL 360 to FL 390 (inclusive) during the OTS validity period were required to be fitted with, and using, Phase 2A of the ICAO NAT Region Data Link Mandate was implemented on 05 February 2015. Mach number technique is being applied: These procedures in no way affect the use of the special purpose codes 7500, 7600 and 7700. • 30 NM lateral and longitudinal separation is applied in Pacific oceanic FIRs between aircraft meeting prescribed CNS requirements • RNP 4 is the prescribed navigation specification for 30/30 • RNP 4 authorization is not a requirement for Pacific oceanic operations; it is an operator option


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