North Atlantic Tracks
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North Atlantic Tracks
Hello everyone,
I am interested in getting some information from pilots who fly across the North Atlantic on a regular basis, in particular, your clearance along a track, position reports and radio work.
First, what is a typical example of the clearance you ask for, i.e., what information is exchanged?
Next, when do you ask for this clearance? I believe that during clearance delivery at the gate you are given your track (although you probably knew it before Delivery gave it to you) for your route, if I remember correctly. Is there a certain point that you would call for clearance such as 10 minutes prior to entering?
Finally, during the track do you have to give a position report at every waypoint or every 30 minutes or so? I assume you are on SELCAL during this time so I am interested in what sort of handoffs you may get during the NATS. Is there a typical frequency you are all tuned to over the Atlantic such as 123.45?
Many years ago (pre-2001) I flew up front with my father on a trip to New York from LHR but I was a teenager at that time and didn't take as much interest in the technical/radio side of things as I do now. Sadly, my father is no longer around and my PPL instructor has no idea of what you commercial chaps are up to.
I appreciate your responses.
Cheers!
I am interested in getting some information from pilots who fly across the North Atlantic on a regular basis, in particular, your clearance along a track, position reports and radio work.
First, what is a typical example of the clearance you ask for, i.e., what information is exchanged?
Next, when do you ask for this clearance? I believe that during clearance delivery at the gate you are given your track (although you probably knew it before Delivery gave it to you) for your route, if I remember correctly. Is there a certain point that you would call for clearance such as 10 minutes prior to entering?
Finally, during the track do you have to give a position report at every waypoint or every 30 minutes or so? I assume you are on SELCAL during this time so I am interested in what sort of handoffs you may get during the NATS. Is there a typical frequency you are all tuned to over the Atlantic such as 123.45?
Many years ago (pre-2001) I flew up front with my father on a trip to New York from LHR but I was a teenager at that time and didn't take as much interest in the technical/radio side of things as I do now. Sadly, my father is no longer around and my PPL instructor has no idea of what you commercial chaps are up to.
I appreciate your responses.
Cheers!
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Thanks for the link, Crusty. Although it was informative it did not answer my questions on clearance information, radio frequencies to tune, SELCAL or when clearance should be asked for. The document did shed some light on other things, though, so I appreciate the link.
Cheers!
Cheers!
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When and from which agency you request your NAT clerance depends on the route you fly and where you are located.
Flying via the Shanwick area westbound and departing well outside of this area, you will receive the "normal" ATC clerance while still on the ground, e.g. in Frankfurt form the respective clearance delivery position.
While airborn you will then contact Shanwick on VHF and ask for your clearance. In this call Shanwick needs the requested Mach No., FL, entry point and the ETA for this point.
After coordination is finished Shanwick will come back with the clearance giving you the Track (if you fly one) or the coordinates if on a random route, the Mach No. and FL. Flying a Track you have only to read back the Track, Mach No. and FL and the Track Massage Information No. stated on the relevant NAT Track Massege issued by ATC.
If you are following a random route which is defined by LAT/LON coordinates, you will also have to read back the exact coordinates as given in the clearance.
Nowadays with ACARS, the clearance is easily requested by ACARS (datalink), avoiding communication using VHF, which could be very busy. With this feature you have to fill in the same information on a mask of the ACARS screen, which will then send your clerance request to Shanwick for example.
The clearance itself is then sent to the aircraft also via ACARS.
Flying via Santa Maria or Rykjavik areas, you will use VHF to get your clearance even today.
Regarding position reports, you will have to call ATC on a given VHF or HF frequncy whne ever crossing a LAT/LON coordinate given in the Track Message or while on a random route the LAT/LON coordinate given in the clearance.
Contents of a position report is standard giving the coordinate, the time when passed this coordinate, FL, estimated time for the next coordinate or fixed waypoint and the next following coordinat or point . Following a random route you will also have to include the weather, mainly wind and temperature at the reporting position.
Hope this helps.
Flying via the Shanwick area westbound and departing well outside of this area, you will receive the "normal" ATC clerance while still on the ground, e.g. in Frankfurt form the respective clearance delivery position.
While airborn you will then contact Shanwick on VHF and ask for your clearance. In this call Shanwick needs the requested Mach No., FL, entry point and the ETA for this point.
After coordination is finished Shanwick will come back with the clearance giving you the Track (if you fly one) or the coordinates if on a random route, the Mach No. and FL. Flying a Track you have only to read back the Track, Mach No. and FL and the Track Massage Information No. stated on the relevant NAT Track Massege issued by ATC.
If you are following a random route which is defined by LAT/LON coordinates, you will also have to read back the exact coordinates as given in the clearance.
Nowadays with ACARS, the clearance is easily requested by ACARS (datalink), avoiding communication using VHF, which could be very busy. With this feature you have to fill in the same information on a mask of the ACARS screen, which will then send your clerance request to Shanwick for example.
The clearance itself is then sent to the aircraft also via ACARS.
Flying via Santa Maria or Rykjavik areas, you will use VHF to get your clearance even today.
Regarding position reports, you will have to call ATC on a given VHF or HF frequncy whne ever crossing a LAT/LON coordinate given in the Track Message or while on a random route the LAT/LON coordinate given in the clearance.
Contents of a position report is standard giving the coordinate, the time when passed this coordinate, FL, estimated time for the next coordinate or fixed waypoint and the next following coordinat or point . Following a random route you will also have to include the weather, mainly wind and temperature at the reporting position.
Hope this helps.
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Alatnariver,
Thank you for the information. You explained the procedures very well. I appreciate the time it took to respond to all my questions.
Thanks also to the others who responded. Brimstone, thanks for the PM and the great info.
Cheers!
Thank you for the information. You explained the procedures very well. I appreciate the time it took to respond to all my questions.
Thanks also to the others who responded. Brimstone, thanks for the PM and the great info.
Cheers!
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what about www.liveatc.net
