NAT change on domestic
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NAT change on domestic
Hi
I have a question for all you pilots who fly the Atlantic. When you receive a NAT change before entry into the OCA, you must obviously change your current flight plan slightly to fly to the new Atlantic entry point. Could you give me an example of what you say to domestic ATC to change your flight plan?
Also when you exit your track must you inform ATC of your new intentions or do you just fly to the waypoint next on your flight plan?
Thanks for your help! I hope this makes some sense.
Kristian
I have a question for all you pilots who fly the Atlantic. When you receive a NAT change before entry into the OCA, you must obviously change your current flight plan slightly to fly to the new Atlantic entry point. Could you give me an example of what you say to domestic ATC to change your flight plan?
Also when you exit your track must you inform ATC of your new intentions or do you just fly to the waypoint next on your flight plan?
Thanks for your help! I hope this makes some sense.
Kristian
Last edited by Kristian17; 14th Nov 2005 at 15:48.
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Kristian
Usually goes something like this.....
Entry point changed from LIMRI (52N15W) to MALOT (53N15W). Message usually received just prior to STRUMBLE.
London clear you direct to FIR boundary with Shannon.
Shannon then say:
1) "Go direct MALOT" (Having already received the revised plan from Shanwick)
2) "Go direct LIMRI". We say that we have an oceanic entry point now of MALOT and he says "Go direct MALOT".
Never had it more complicated than that, but max change of entry point that I have experianced has been 2 degrees lattitude.
At the other end, There are published routing in our AERAD booklet (Western Supplement) which detail the route from the oceanic exit point to the Major North American airfields. These are much like the NERS routes for UK & Europe.
More complicated can be eastbound when crossing the ocean on a random track. To keep outbound & inbound flow seperate it is not unusual to receive a change of exit point that can end up with a route to London over WAL, HON & BNN when you had expected to route over STU and down the M4 to OCK. The oceanic clearance does not specify domestic routes and the NERS can indicated 2 or 3 possible routes the destination - then it is down to previous experiance and a bit of negotiation!
Hope that helps
T'Bug
Usually goes something like this.....
Entry point changed from LIMRI (52N15W) to MALOT (53N15W). Message usually received just prior to STRUMBLE.
London clear you direct to FIR boundary with Shannon.
Shannon then say:
1) "Go direct MALOT" (Having already received the revised plan from Shanwick)
2) "Go direct LIMRI". We say that we have an oceanic entry point now of MALOT and he says "Go direct MALOT".
Never had it more complicated than that, but max change of entry point that I have experianced has been 2 degrees lattitude.
At the other end, There are published routing in our AERAD booklet (Western Supplement) which detail the route from the oceanic exit point to the Major North American airfields. These are much like the NERS routes for UK & Europe.
More complicated can be eastbound when crossing the ocean on a random track. To keep outbound & inbound flow seperate it is not unusual to receive a change of exit point that can end up with a route to London over WAL, HON & BNN when you had expected to route over STU and down the M4 to OCK. The oceanic clearance does not specify domestic routes and the NERS can indicated 2 or 3 possible routes the destination - then it is down to previous experiance and a bit of negotiation!
Hope that helps
T'Bug
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Requires confirming domestic clearance
When a NAT clearance is received that is different than filed, company policy is to leave a route discontinuity in the FMS so that as we approach coast-in we will be reminded that a new domestic clearance must be requested from Gander (or Shannon, Brest, Madrid, etc.).
The NAT clearance and the filed domestic route will have to be connected at some point, or a full re-routing must be obtained.
In the event of Lost Comm, the NAT procedures are specific as to how one is to recapture the filed route after coast-in .
As Thunderbug says, it is usually just a simple "verify our routing after...".
The NAT clearance and the filed domestic route will have to be connected at some point, or a full re-routing must be obtained.
In the event of Lost Comm, the NAT procedures are specific as to how one is to recapture the filed route after coast-in .
As Thunderbug says, it is usually just a simple "verify our routing after...".
Last edited by None; 16th Nov 2005 at 18:29.
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Always a good idea to tell your 'Domestic' ATC Centre if you "Have a change of Oceanic Entry Point" to that you requested/held in your FPL, specifying what the new entry point is. They may either act on it immediately and issue/tell you to expect a routing to that new point, or may request that you inform the next receiving Centre/Sector of the revised entry point on first contact, as it may be a centre/sector closer to the OCA who issue you a revised route to your new entry point.
Coming off the Ocean, if you're not sure where to go after the landfall fix you could try asking the Oceanic Centre to confirm with the Domestic Centre for you, provided you put in the request at least 30 mins before you exit the Ocean.
They may however advise you to obtain confirmation from the Domestic Centre when in range/on first contact if they are unable to obtain it for you for, e.g. too busy.
Either way, if in doubt, just ask!.
Good luck.
Rgds
T3
Coming off the Ocean, if you're not sure where to go after the landfall fix you could try asking the Oceanic Centre to confirm with the Domestic Centre for you, provided you put in the request at least 30 mins before you exit the Ocean.
They may however advise you to obtain confirmation from the Domestic Centre when in range/on first contact if they are unable to obtain it for you for, e.g. too busy.
Either way, if in doubt, just ask!.
Good luck.
Rgds
T3
Last edited by tug3; 16th Nov 2005 at 19:21.
