Comms on T9,T213,T16
 

Believe it or not, ab-initio ATPL groundschool students that I teach are now being quizzed on the expected ATC comms when flying the `3 Sisters` routes in the SE corner of the Shanwick OCA.
I have flown many NAT flights myself as captain, but never these 3 particular routes - so would appreciate it if anyone can help my students:
On T9 and T213 you are clearly exclusively in the Shanwick OCA, but will comms be with Shanwick on VHF or HF?
T16 will begin with Shanwick but will later go into the Santa Maria OCA; same question really: HF or VHF comms?
Many thanks in advance!

Used to listen to Shannon & Prestwick OCA in the 60s (before the combination as "Shanwick"). Continued listening throughout the intervening years up to 2010. Was at Prestwick as a Cadet in 1975/6. ATCO at Aberdeen 76 to 78. Initial escape to Jersey in '78 (there for 31 years-can it really have been that long ?!). Did a year at Coventry in 2007/8. Final escape in '08 now retired &, surprisingly, not missing it ! Thanks for your good wishes.

Thanks for all the replies!
I just teach ATPL groundschool these days, but I despair about what ab-initio students are quizzed on by EASA.
So, `for the exam`; to be awarded the 1 mark I guess the answer is probably "HF with Shanwick and Santa Maria"?
The problem is, I believe another answer in the multiple choice options was "HF/VHF with Shanwick and Santa Maria".

Just one HF is fine for T13/16 but dual long range nav systems required.

To add to the mix the southern element of T13/16 (60 - 100 miles into north of entry/exit points) is radar controlled by Santa Maria for a couple of years now and they'll issue a squawk code, tell you to monitor the VHF and then they'll call you and issue climbs/descents once they've identified you while still in the oceanic airspace. Northbound you only need to monitor HF once approaching limit of radar service when they tell you the frequencies on VHF, so T13/16 are most certainly using VHF, and much more so than the northern elements of all T routes which typically just do initial position report on VHF.

T16, it's opposite directional counterpart (T25 IIRC) and T213 are being done away with from Jan 30th anyway, T9 and a new route T290 20nm west of T9 will be the only two routes. If you want to fly the old T16, T213 you still can as random routes but will need FANS to enter HLA airspace (FL290-FL410), T9 and T290 will be exempt from Datalink Mandate.

[QUOTE=tubby linton;10460844]It says there that Oceanic Clearance requests must be made 40 minutes 0rior to Oceanic entry. That's the minimum. The maximum is 90 minutes prior to entry and I'd advise crews to make their request as early as possible (but not greater than 90 minutes before) as it's first come, first served with Shanwick and the earlier you get the request in with them, the more likely you are to get what you want. Many folks have to trundle down the T routes below FL300 due capacity during strikes.

For T9 / T213:

Oceanic Clearance can be requested from Shanwick via VHF, (Shanwick VHF 'Clearance Delivery' for southbound only), HF, ACARS or via 'domestic' ATC, (Shannon or Madrid).

Southbound - Initial call to Shanwick Radio will usually be on VHF for HF allocation, followed by SELCAL check. (Shannon or Shanwick's 'Clearance Delivery' will advise the Shanwick Radio VHF for HF allocation, or the Shanwick Radio HF Primary/Secondary if VHF not being used for HF allocation).

Northbound - HF. (Madrid will advise Primary/Secondary).

T16 (Southbound):

See paras 1 & 2 above - excluding reference to Madrid.
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Carriage of HF in Shanwick is mandatory. Where equipped, CPDLC and ADS-C can also be used within Shanwick, but carriage of HF is still required.