ENR 2.2 OTHER REGULATED AIRSPACE

Name
Lateral limits
Vertical limits
Class of Airspace		Unit ProvidingServiceCallsign
Language
Hours of Service
Conditions of Use		Frequency
Channel
Purpose		Remarks

1

2

3

4

5

BARKSTON HEATH ATZ

A circle, 2 NM radius, centred at 525747N 0003337W on longest notified runway (06/24)

Upper limit: 2000 FT AGL

Lower limit: SFC

Class: G

CRANWELL

CRANWELL APPROACH

English

Mon-Thu 0830-1730 (0730-1630); Fri 0830-1700 (0730-1600).

124.450 MHz

ATC

Elevation: 367 FT AMSL.

Hours of applicability for Rule 11 - See Column 3 Hours of Service.

BENSON ATZ

A circle, 2 NM radius, centred at 513654N 0010545W on longest notified runway (01/19)

Upper limit: 2000 FT AGL

Lower limit: SFC

Class: G

BENSON

BENSON ZONE

English

H24

120.900 MHz

ATC

Elevation: 203 FT AMSL.

Note 1: Prior to entering the ATZ, aircraft inbound to sites within the ATZ are to contact Benson Zone (120.900 MHz) in the first instance, or if no answer, Benson Tower (127.150 MHz), with details of route and landing site location. If no response is received this information should be transmitted blind.

Note 2: ATZ crossing service only available to meet operational requirements which may include night flying. If contact is not made with Benson Zone or Tower, all aircraft are to avoid the ATZ as Air Ambulance and Police operate H24.

Hours of applicability for Rule 11 - See Column 3 Hours of Service.

BOSCOMBE DOWN ATZ

A circle, 2.5 NM radius, centred at 510912N 0014504W on longest notified runway (05/23)

Upper limit: 2000 FT AGL

Lower limit: SFC

Class: G

BOSCOMBE DOWN

BOSCOMBE ZONE

English

Mon-Fri 0730-2359 (0630-2300); Sat-Sun SR-SS.

126.700 MHz

ATC

Elevation: 407 FT AMSL.

Hours of applicability for Rule 11 - See Column 3 Hours of Service.

Note: When EGDM MATZ is active, flights into Old Sarum are subject to local agreement between Old Sarum and Boscombe Down.

BRIZE NORTON ATZ

A circle, 2.5 NM radius, centred at 514500N 0013459W on longest notified runway (08/26)

Upper limit: 2000 FT AGL

Lower limit: SFC

Class: D

BRIZE NORTON

BRIZE ZONE

English

H24

119.000 MHz

ATC

Elevation: 287 FT AMSL.

Hours of applicability for Rule 11 - See Column 3 Hours of Service.

CONINGSBY ATZ

A circle, 2.5 NM radius, centred at 530535N 0000958W on longest notified runway (07/25)

Upper limit: 2000 FT AGL

Lower limit: SFC

Class: G

CONINGSBY

CONINGSBY APPROACH

English

H24

119.200 MHz

ATC

Elevation: 24 FT AMSL.

Hours of applicability for Rule 11 - See Column 3 Hours of Service.

COSFORD ATZ

A circle, 2 NM radius, centred at 523826N 0021819W on longest notified runway (06/24)

Upper limit: 2000 FT AGL

Lower limit: SFC

Class: G

COSFORD

COSFORD APPROACH

English

Mon-Fri 0900-1730 (0800-1630).

135.875 MHz

ATC

Elevation: 272 FT AMSL.

Hours of applicability for Rule 11 - See Column 3 Hours of Service.

Note 1: Crews wishing to transit when ATC is closed should make blind calls on Cosford APP 135.875 MHz.

Note 2: Air Ambulance and resident flying club activity may continue outside ATS times.

CRANWELL ATZ

A circle, 2.5 NM radius, centred at 530147N 0002934W on longest notified runway (08/26)

Upper limit: 2000 FT AGL

Lower limit: SFC

Class: G

CRANWELL

CRANWELL APPROACH

English

Mon-Thu 0800-1730 (0700-1630);
Fri 0800-1700 (0700-1600);
Sat-Sun 0900-1700 (0800-1600).

124.450 MHz

ATC

Elevation: 222 FT AMSL.

Hours of applicability for Rule 11 - See Column 3 Hours of Service.

Note: At weekends 124.450 MHz is monitored by Cranwell Tower and pilots may make contact if requiring an ATZ/MATZ crossing. No radar services available at weekends.

When Air Traffic Control Services are not available, control of the ATZ is transferred to Cranwell Gliding Club 129.980 MHz (Cranwell Gliders).

CULDROSE ATZ

A circle, 2.5 NM radius, centred at 500507N 0051515W on longest notified runway (11/29)

Upper limit: 2000 FT AGL

Lower limit: SFC

Class: G

CULDROSE

CULDROSE APPROACH

English

H24

134.050 MHz

ATC

Elevation: 268 FT AMSL.

Hours of applicability for Rule 11 - See Column 3 Hours of Service.

EGPX FRA (AS PART OF BOREALIS FRA CONTINUUM)

610000N 0100000W following the line of latitude to - 610000N 0000000E - 600000N 0000000E - 570000N 0050000E - 550000N 0050000E - 543000N 0043209E - 543843N 0042000E - 544927N 0041110E - 550252N 0040000E - 552547N 0034557E - 552536N 0034259E - 552528N 0024830E - 552517N 0022451E - 552507N 0020850E - 552436N 0013246E - 552754N 0001453E - 552751N 0001521W - 552733N 0010125W - 552700N 0011023W - 552650N 0013354W - 552703N 0021345W - 552702N 0021836W - 552700N 0022627W - 552740N 0025947W - 552957N 0032110W - 553146N 0035631W - 552943N 0040436W - 552338N 0042825W - 550947N 0044512W - 550520N 0044907W - 544014N 0032836W - 542220N 0032542W - 540257N 0033104W - 535548N 0032947W - 535316N 0032923W - 535017N 0032855W - 534125N 0032734W - 534150N 0033649W - 535439N 0040737W - 535623N 0041926W - 535419N 0042151W - 535216N 0042414W - 534856N 0043030W - 534617N 0043112W - 534817N 0053000W - 535500N 0053000W - 540316N 0061212W - 542500N 0081000W - 543858N 0093320W - 543400N 0100000W - 610000N 0100000W

Upper limit: FL660

Lower limit: FL255

Class: C

SCOTTISH ACC

SCOTTISH CONTROL

English

H24

121.325 MHz

(Note 2 and 4)

125.680 MHz

(Note 4)

126.930 MHz

(Note 4)

129.100 MHz

(Note 1 and 4)

129.225 MHz

(Note 1, 3 and 5)

132.730 MHz

(Note 4)

134.775 MHz

(Note 2 and 4)

135.855 MHz

(Note 4)

Note 1: Scottish ACC is responsible for providing ATS between FL 245 and FL 660 within the Donegal Area. See ENR 2.2 Sect 1.8.

Note 2: Copenhagen ACC is responsible for providing ATS between FL 195 and FL 660, within the North Sea High Area. See ENR 2.2 Sect 1.3.

Note 3: Reykjavik ACC is responsible for providing ATS between SFC and FL 660, within the RATSU Triangle. See ENR 2.2 Sect 1.9.

Note 4: Shannon ACC is responsible for providing ATS between FL 255 and FL 660, within the MOLAK Triangle. See ENR 2.2 Sect 1.9.3.

Note 5: For sector dimensions associated with frequency allocation see UK AIP Supplement 017/2020.

EGTT FRA WEST (AS PART OF BOREALIS FRA CONTINUUM)

531149N 0053000W - 531111N 0050858W - 525542N 0041447W - 525436N 0032650W - 525334N 0031026W - 525350N 0025933W - 525340N 0025354W - 524754N 0024827W - 524148N 0023747W - 523450N 0023151W - 523253N 0023011W - 522103N 0021713W - 521524N 0021105W - 520831N 0020338W - 520355N 0015842W - 514723N 0014106W - 514215N 0014109W - 513941N 0013712W - 513505N 0013916W - 512808N 0014035W - 512423N 0014313W - 512036N 0013359W - 511306N 0013031W - 511238N 0013600W - 511527N 0020000W - 511506N 0020000W - 505543N 0020000W - 504947N 0023317W - 504749N 0023245W - 504459N 0023107W - 504055N 0023053W - 503949N 0023058W - 503712N 0021731W - 501745N 0022725W - 495458N 0023011W - 492841N 0045513W - 493500N 0080000W - 510000N 0080000W - 522000N 0053000W - 531149N 0053000W

Upper limit: FL660

Lower limit: FL245

Class: C

LONDON ACC

LONDON CONTROL

English

H24

126.080 MHz

128.815 MHz

129.380 MHz

(Note 1)

129.430 MHz

132.860 MHz

132.950 MHz

(Note 1)

133.600 MHz

134.460 MHz

134.755 MHz

135.255 MHz

(Note 1)

Note 1: Shannon ACC is responsible for providing ATS between FL 195 and FL 660 within the BANBA CTA. See ENR 2.2 Sect 1.7.

FAIRFORD ATZ

A circle, 2.5 NM radius, centred at 514101N 0014724W on longest notified runway (09/27)

Upper limit: 2000 FT AGL

Lower limit: SFC

Class: D

BRIZE NORTON

BRIZE ZONE

English

H24

119.000 MHz

ATC

Elevation: 285 FT AMSL.

Hours of applicability for Rule 11 - See Column 3 Hours of Service.

Note: Airspace Class: D/G. Partly within Brize Norton CTR.

HALTON ATZ

A circle, 2 NM radius, centred at 514732N 0004411W on longest notified runway (02/20)

Upper limit: 2000 FT AGL

Lower limit: SFC

Class: G

HALTON

HALTON RADIO

English

0900-2000 (0800-1900) or SS+15.

130.425 MHz

A/G

Elevation: 369 FT AMSL.

Hours of applicability for Rule 11 - See Column 3 Hours of Service.

HONINGTON ATZ

A circle, 2 NM radius, centred at 522036N 0004648E on longest notified runway (08/26)

Upper limit: 2000 FT AGL

Lower limit: SFC

Class: G

HONINGTON

HONINGTON RADIO

English

Sat-Sun 0830-1700 (0730-1600). Other times by NOTAM.

124.105 MHz

A/G

Elevation: 174 FT AMSL.

Hours of applicability for Rule 11 - See Column 3 Hours of Service.

Note 1: Western side of ATZ overlaps the Lakenheath/Mildenhall CMATZ.

LAKENHEATH ATZ

A circle, 2.5 NM radius, centred at 522434N 0003340E on longest notified runway (06/24)

Upper limit: 2000 FT AGL

Lower limit: SFC

Class: G

LAKENHEATH

LAKENHEATH RADAR

English

H24

128.900 MHz

ATC

Elevation: 32 FT AMSL.

Hours of applicability for Rule 11 - See Column 3 Hours of Service.

Note: Sat-Sun 0001-0859 (0001-0759) and Sat-Sun 1700-2359 (1600-2359) no ATS provided. ATZ remains active H24.

LEEMING ATZ

A circle, 2.5 NM radius, centred at 541733N 0013207W on longest notified runway (16/34)

Upper limit: 2000 FT AGL

Lower limit: SFC

Class: G

LEEMING

LEEMING ZONE

English

Mon-Thu 0800-1800 (0700-1700); Fri 0900-1700 (0800-1600).

133.375 MHz

ATC

Elevation: 132 FT AMSL.

Hours of applicability for Rule 11 - See Column 3 Hours of Service.

LEUCHARS ATZ

A circle, 2.5 NM radius, centred at 562230N 0025132W on longest notified runway (08/26)

Upper limit: 2000 FT AGL

Lower limit: SFC

Class: G

LEUCHARS

LEUCHARS RADAR

English

H24

126.500 MHz

ATC

Elevation: 38 FT AMSL.

Hours of applicability for Rule 11 - See Column 3 Hours of Service.

LITTLE RISSINGTON ATZ

A circle, 2 NM radius, centred at 515202N 0014139W on longest notified runway (04/22)

Upper limit: 2000 FT AGL

Lower limit: SFC

Class: G

LITTLE RISSINGTON

RISSINGTON RADIO

English

Sat-Sun and Public Holidays 0830-1800 (0730-1700).

120.775 MHz

A/G

Elevation: 731 FT AMSL.

Hours of applicability for Rule 11 - See Column 3 Hours of Service.

Note: Mil AGCS available during notified hours.

LOSSIEMOUTH ATZ

A circle, 2.5 NM radius, centred at 574224N 0032016W on longest notified runway (05/23)

Upper limit: 2000 FT AGL

Lower limit: SFC

Class: G

LOSSIEMOUTH

LOSSIE RADAR

English

H24

119.575 MHz

ATC

Elevation: 40 FT AMSL.

Hours of applicability for Rule 11 - See Column 3 Hours of Service.

MARHAM ATZ

A circle, 2.5 NM radius, centred at 523854N 0003302E on longest notified runway (06/24)

Upper limit: 2000 FT AGL

Lower limit: SFC

Class: G

MARHAM

MARHAM DIRECTOR

English

H24

124.150 MHz

ATC

Elevation: 76 FT AMSL.

Hours of applicability for Rule 11 - See Column 3 Hours of Service.

Note: Outside of hours of ATS, ATZ remains active.

MERRYFIELD ATZ

A circle, 2.5 NM radius, centred at 505747N 0025620W on longest notified runway (09/27)

Upper limit: 2000 FT AGL

Lower limit: SFC

Class: G

MERRYFIELD

MERRYFIELD TOWER

English

By NOTAM.

122.100 MHz

ATC

Elevation: 144 FT AMSL.

Hours of applicability for Rule 11 - See Column 3 Hours of Service.

MIDDLE WALLOP ATZ

A circle, 2 NM radius, centred at 510828N 0013422W

Upper limit: 2000 FT AGL

Lower limit: SFC

Class: G

BOSCOMBE DOWN

BOSCOMBE ZONE

English

H24

126.700 MHz

ATC

Elevation: 297 FT AMSL.

Hours of applicability for Rule 11 - See Column 3 Hours of Service.

Note: Outside of hours of ATS, ATZ remains active.

MILDENHALL ATZ

A circle, 2.5 NM radius, centred at 522143N 0002911E on longest notified runway (11/29)

Upper limit: 2000 FT AGL

Lower limit: SFC

Class: G

LAKENHEATH

LAKENHEATH RADAR

English

H24

128.900 MHz

ATC

Elevation: 34 FT AMSL.

Hours of applicability for Rule 11 - See Column 3 Hours of Service.

Note: Outside of hours of ATS, ATZ remains active.

MONA ATZ

A circle, 2 NM radius, centred at 531533N 0042226W on longest notified runway (04/22)

Upper limit: 2000 FT AGL

Lower limit: SFC

Class: G

VALLEY

VALLEY RADAR

English

Mon-Thu 0800-2359 (0700-2300); Fri-Sun 0800-2200 (0700-2100).

125.225 MHz

ATC

Elevation: 202 FT AMSL.

Hours of applicability for Rule 11 - See Column 3 Hours of Service.

NETHERAVON ATZ

A circle, 2 NM radius, centred at 511453N 0014517W on longest notified runway (11/29)

Upper limit: 2000 FT AGL

Lower limit: SFC

Class: G

NETHERAVON

NETHERAVON INFORMATION

English

H24

128.300 MHz

AFIS

Elevation: 454 FT AMSL.

Hours of applicability for Rule 11 - See Column 3 Hours of Service.

Note: Aircraft flying within the ATZ are to call AFIS or DZ Radio on 128.300 MHz.
If no answer make blind calls.

NORTH SEA REDUCED COORDINATION AREA

552528N 0024830E - 545747N 0031350E - 541820N 0033908E - 533948N 0031120E - 531015N 0024622E - 531935N 0013046E - 532900N 0002406E - 534303N 0012559W - 541036N 0015420W - 543206N 0014419W - 545236N 0025346W - 551650N 0022600W - 552650N 0013354W - 552700N 0011023W - 552733N 0010125W - 552751N 0001521W - 552754N 0001453E - 552436N 0013246E - 552507N 0020850E - 552517N 0022451E - 552528N 0024830E

Upper limit: FL660

Lower limit: FL195

Class: C

LONDON ACC

LONDON CONTROL

English

H24

126.780 MHz

(Note 9)

128.130 MHz

(Note 8)

Within Controlled Airspace at all levels, inclusive of FL 195 to FL 245, except during periods of notified activation of TRA 5, 6, 7A, 7B.

Note 1: Within active TRA lower limit is raised to FL 245.

Note 2: South of line DIGBI-ERLOT-GIVEM-BADGA and west of line BADGA-PELET-ROKAN-ROXAT and east of line ROXAT-NATEB.

Note 3: Above FL 255 - North of ERKIT, south of ALASO, east of 0020000W and west of 0000000E.

Note 4: South of 550000N and west of 0020000W.

Note 5: Above FL 255 - North of 550000N and west of 0020000W.

Note 6: Below FL 285 - North of L46, east of Y250 and UP17, west of M79.

Note 7: Below FL 255 - North of BAVDO, south of ALASO, east of OTBUN and west of DIGBI.

Note 8: Below FL 335 - Within EMLON-TENDO-ERKIT-MITSO-LEGRO.

Note 9: Above FL 335 - Within EMLON-TENDO-ERKIT-MITSO-LEGRO.

SCOTTISH ACC

SCOTTISH CONTROL

English

H24

121.325 MHz

(Note 2)

124.500 MHz

(Note 7)

126.930 MHz

(Note 3)

133.800 MHz

(Note 6)

135.530 MHz

(Note 4)

135.855 MHz

(Note 5)

NORTHOLT ATZ

A circle, 2 NM radius, centred at 513310N 0002511W on longest notified runway (07/25).

Upper limit: 2000 FT AGL

Lower limit: SFC

Class: D

NORTHOLT

NORTHOLT APPROACH

English

H24

126.450 MHz

ATC

Elevation 126 FT AMSL.

Hours of applicability for Rule 11 - See Column 3 Hours of Service.

Note: When Northolt aerodrome is closed, Heli routes/ATZ transits are controlled by Heathrow Radar (125.625 MHz).

ODIHAM ATZ

A circle, 2 NM radius, centred at 511403N 0005634W on longest notified runway (09/27)

Upper limit: 2000 FT AGL

Lower limit: SFC

Class: G

ODIHAM

ODIHAM APPROACH

English

H24

131.300 MHz

ATC

Elevation: 405 FT AMSL.

Hours of applicability for Rule 11 - See Column 3 Hours of Service.

Note 1: Odiham Approach, except weekends and PH, when the task may be carried out by Farnborough on Frequency 125.250 MHz.

Note 2: Outside of hours of ATS, ATZ remains active.

PORTSMOUTH/FLEETLANDS ATZ

504810N 0010929W thence anti-clockwise by the arc of a circle radius 2 NM centred on 505007N 0011010W to 505054N 0011304W thence clockwise by the arc of a circle radius 2 NM centred on 504857N 0011224W to 505049N 0011117W - 504824N 0010921W thence clockwise by the arc of a circle radius 2 NM centred on 504857N 0011224W to 504810N 0010929W

Upper limit: 2000 FT AGL

Lower limit: SFC

Class: G

FLEETLANDS

FLEETLANDS INFORMATION

English

Mon-Thu 0830-1700 (0730-1600), Fri 0830-1500 (0730-1400) or SS, whichever is earlier.

135.700 MHz

AFIS

Elevation: 27 FT AMSL.

Hours of applicability for Rule 11 - See Column 3 Hours of Service.

Note: Aircraft operations may be encountered outside of published hours.

PREDANNACK ATZ

A circle, 2 NM radius, centred at 500007N 0051354W on longest notified runway (05/23)

Upper limit: 2000 FT AGL

Lower limit: SFC

Class: G

CULDROSE

CULDROSE APPROACH

English

H24

134.050 MHz

ATC

Elevation: 299 FT AMSL.

Hours of applicability for Rule 11 - See Column 3 Hours of Service.

SHAWBURY ATZ

A circle, 2 NM radius, centred at 524737N 0024005W on longest notified runway (18/36)

Upper limit: 2000 FT AGL

Lower limit: SFC

Class: G

SHAWBURY

SHAWBURY ZONE

English

H24

133.150 MHz

ATC

Elevation: 248 FT AMSL.

Hours of applicability for Rule 11 - See Column 3 Hours of Service.

SYERSTON ATZ

A circle, 2 NM radius, centred at 530124N 0005442W on longest notified runway (06/24)

Upper limit: 2000 FT AGL

Lower limit: SFC

Class: G

SYERSTON

SYERSTON RADIO

English

Mon-Fri (Excluding Public Holidays) 0830-1700 (0730-1600);
Sat-Sun and Public Holidays 0830-SS+15 (0730-SS+15).

128.525 MHz

A/G

Elevation: 231 FT AMSL.

Hours of applicability for Rule 11 - See Column 3 Hours of Service.

Note: Mil ACGS available during notified hours.

TERNHILL ATZ

A circle, 2 NM radius, centred at 525223N 0023156W on longest notified runway (05/23)

Upper limit: 2000 FT AGL

Lower limit: SFC

Class: G

SHAWBURY

SHAWBURY ZONE

English

Mon-Thu 0830-0230 (0730-0130); Fri 0800-1700 (0700-1600); Sat-Sun SR-SS+15.

133.150 MHz

ATC

Elevation: 285 FT AMSL.

Hours of applicability for Rule 11 - See Column 3 Hours of Service.

Note: Weekend and out of hours, freecall Ternhill Radio for Aerodrome information freq 122.100 MHz.

TOPCLIFFE ATZ

A circle, 2 NM radius, centred at 541220N 0012254W on longest notified runway (02/20)

Upper limit: 2000 FT AGL

Lower limit: SFC

Class: G

TOPCLIFFE

TOPCLIFFE RADIO

English

Sat-Sun and Public Holidays 0830-SS+15 (0730-SS+15).

121.450 MHz

ATC

Elevation: 91 FT AMSL.

Note 1: Mil AGCS available during notified hours.

Note 2: Yorkshire Air Ambulance operate outside of ATZ hours, 0700-2200 (0600-2100) 7 days a week.

VALLEY ATZ

A circle, 2.5 NM radius, centred at 531453N 0043207W on longest notified runway (13/31)

Upper limit: 2000 FT AGL

Lower limit: SFC

Class: G

VALLEY

VALLEY RADAR

English

H24

125.225 MHz

ATC

Elevation: 37 FT AMSL.

Hours of applicability for Rule 11 - See Column 3 Hours of Service.

Note: Outside of hours of ATS, ATZ remains active.

WADDINGTON ATZ

A circle, 2.5 NM radius, centred at 530958N 0003126W on longest notified runway (02/20)

Upper limit: 2000 FT AGL

Lower limit: SFC

Class: G

WADDINGTON

WADDINGTON ZONE

English

H24

119.500 MHz

ATC

Elevation: 230 FT AMSL.

Hours of applicability for Rule 11 - See Column 3 Hours of Service.

WATTISHAM ATZ

A circle, 2.5 NM radius, centred at 520737N 0005719E on longest notified runway (05/23)

Upper limit: 2000 FT AGL

Lower limit: SFC

Class: G

WATTISHAM

WATTISHAM APPROACH

English

H24

125.800 MHz

ATC

Elevation: 283 FT AMSL.

Hours of applicability for Rule 11 - See Column 3 Hours of Service.

WITTERING ATZ

A circle, 2.5 NM radius, centred at 523647N 0002833W on longest notified runway (07/25)

Upper limit: 2000 FT AGL

Lower limit: SFC

Class: G

WITTERING

WITTERING ZONE

English

H24

119.675 MHz

ATC
Note 1

Elevation: 273 FT AMSL.

Hours of applicability for Rule 11 - See Column 3 Hours of Service.

Caution: Unlit aircraft operate at night.

Note 1: Primary Freq for Mil (234.075 MHz).

WOODVALE ATZ

A circle, 2 NM radius, centred at 533454N 0030327W on longest notified runway (03/21)

Upper limit: 2000 FT AGL

Lower limit: SFC

Class: G

WOODVALE

WOODVALE INFORMATION

English

Sun-Thu 0845-1745, or SS+30 (0745-1645, or SS+30) whichever is earlier.

121.000 MHz

AFIS

Elevation: 37 FT AMSL.

Hours of applicability for Rule 11 - See Column 3 Hours of Service.

Note 1: AD may close earlier by NOTAM, AD status available from:

Warton RADAR 129.530 MHz;
Blackpool APP 119.955 MHz;
Liverpool APP 119.855 MHz.

Note 2: Police helicopter and other aerial activity H24.

Note 3: OOH if Woodvale INFORMATION is not available, announce intentions and make standard R/T calls on 121.000 MHz.

YEOVILTON ATZ

505817N 0024035W thence clockwise by the arc of a circle radius 2.5 NM centred on 510030N 0023844W to 505804N 0023747W - 505817N 0024035W

Upper limit: 2000 FT AGL

Lower limit: SFC

Class: G

YEOVILTON

YEOVIL RADAR

English

H24

127.350 MHz

ATC

Elevation: 75 FT AMSL.

Hours of applicability for Rule 11 - See Column 3 Hours of Service.

Note: Police/SAR/Air Ambulance are approved to transit the ATZ without ATS provision. They should call Yeovil Tower 120.800 MHz when transiting, this freq is monitored when activity is taking place.

1  AIRSPACE WITHIN WHICH ATS IS DELEGATED
1.1  The Areas Involved in the Transfer of ATS Responsibility Within the Northern North Sea at FL 85 and Below
1.1.1  North Sea Area I — Class G Airspace.

In this part of the Polaris FIR, the United Kingdom will provide Air Traffic Services to all aircraft at FL 85 and below. Procedures and communications will be as if this airspace is an integral part of the Scottish FIR. This area is bounded by arcs of Great Circles joining in succession the following points:
590504N 0013916E - 600000N 0000000E - 630000N 0000000E following the line of latitude to - 630000N 0003120E - 625328N 0003821E - 622219N 0010622E - 614410N 0013329E - 612122N 0014718E - 595346N 0020430E - 591722N 0014236E - 590504N 0013916E.

1.1.2  North Sea Area II – Class G Airspace (includes two areas of Class D Airspace).

In this part of the Scottish FIR, Norway will provide Air Traffic Services to all aircraft at FL 85 and below. Procedures and communications will be as if this airspace is an integral part of the Polaris FIR. This area is bounded by arcs of Great Circles joining in succession the following points:
590504N 0013916E - 570000N 0050000E - 563500N 0050000E - 560510N 0031455E - 563540N 0023642E - 575416N 0015748E - 582546N 0012854E - 590504N 0013916E.

1.1.2.1 Balder CTA – Class D Airspace.

In this airspace, contained within the North Sea Area II, a CTA of airspace Classification D has been established, in which Norway will provide Air Traffic Services to all aircraft at 1500 FT to FL 85. Procedures and communications will be as if this airspace is an integral part of the Polaris FIR. For lateral limits, please refer to CTA entry detailed in ENR 2.1.

1.1.2.2 Ekofisk CTA – Class D Airspace

In this airspace, contained within the North Sea Area II, a CTA of airspace Classification D has been established, in which Norway will provide Air Traffic Services to all aircraft at 1500 FT to FL 85. Procedures and communications will be as if this airspace is an integral part of the Polaris FIR. For lateral limits, please refer to CTA entry detailed in ENR 2.1. RMZ is SFC to 1500 FT ALT, please refer to ENR 2.2, paragraph 5.1 for lateral limits.

1.1.3  North Sea Area III — Class G Airspace.

In this part of the Scottish FIR, Denmark will provide Air Traffic Services to all aircraft at FL 85 and below. Procedures and communications will be as if this airspace is an integral part of the Copenhagen FIR. This area is bounded by arcs of Great Circles joining in succession the following points:
563500N 0050000E - 550000N 0050000E - 551958N 0041955E - 554552N 0032208E - 555004N 0032355E - 555458N 0032055E - 560510N 0031455E - 563500N 0050000E.

1.1.4  North Sea Area IV — Class G Airspace (See Note).

In this part of the Reykjavik FIR/OCA, the United Kingdom will provide Air Traffic Services to all aircraft at FL 85 and below during the notified times of the Sumburgh Radar (Aberdeen ATSU) as listed at ENR 1.6, paragraph 4.5.2.2. Procedures and communications will be as if this airspace is an integral part of the Scottish FIR. This area is bounded by rhumb lines joining points (1) to (2) and points (3) to (4) and the arcs of Great Circles joining points (2) to (3) and points (4) to (1). The points within the Reykjavik FIR/OCA are:
(1) 610000N 0000000E following the line of latitude to -
(2) 610000N 0040000W -
(3) 630000N 0012637W following the line of latitude to -
(4) 630000N 0000000E -
(1) 610000N 0000000E.

Note: Class A FL 55 and above outside notified times.

1.2  The Area Involved in the Transfer of ATS Responsibility Within the Southern North Sea at FL 55 and Below
1.2.1  North Sea Area V — Class G Airspace.

In these parts of the London and Scottish FIRs the Netherlands will provide Air Traffic Services to all aircraft at FL 55 and below (FL 45 and below, beneath EGD323D and EGD323E). Procedures and communications will be as if this airspace was an integral part of the Amsterdam FIR. This area is bounded (excluding the extreme south-eastern fillet of EGD323E) by the arcs of Great Circles joining in succession the following points:
550000N 0050000E - 551958N 0041955E - 554552N 0032208E - 543715N 0025349E - 542245N 0024543E - 535745N 0025155E - 534003N 0025719E - 533503N 0025913E - 532809N 0030055E - 531803N 0030319E - 525551N 0030936E - 550000N 0050000E.
Aircraft operating within Area V are strongly encouraged to contact Amsterdam ACC (on published frequencies, providing their position, altitude, squawk, heading and intentions) and strongly encouraged to ensure that transponders are switched on and operational in Mode 3/A and C/ALT.

1.3  The Area Involved in the Transfer of ATS Responsibility Within the North Sea High Area between FL 195 and FL 660 (inclusive)
1.3.1  North Sea High Area - FL 195 - FL 660 — Class C Airspace.

In these parts of the London and Scottish UIRs/FIRs Denmark will provide Air Traffic Services to all aircraft between FL 195 and FL 660 (inclusive) in parts of the London and Scottish FIRs/UIRs to Denmark. Procedures and communications will be as if this airspace was an integral part of the Copenhagen FIR. This area is bounded by arcs of Great Circles joining in succession the following points:
570000N 0050000E - 550000N 0050000E - 543000N 0043209E - 543843N 0042000E - 544927N 0041110E - 550252N 0040000E - 555116N 0033000E - 563035N 0033000E - 572000N 0042958E - 570000N 0050000E.

1.4  The Area Involved in the Transfer of ATS Responsibility Within the Southern North Sea between FL 175 and FL 245 (inclusive).
1.4.1  North Sea CTA 2 (GODOS) and North Sea CTA 3 (MOLIX).
FL 195 - FL 245 — Class C Airspace.
FL 175 - FL 195 — Class A Airspace.
In these parts of the London FIR the Netherlands will provide Air Traffic Services to all aircraft between FL 175 and FL 245 (inclusive) operating on ATS routes L17, L60, L74, L602, L989, M981, M982 and Y70. Procedures and communications will be as if this airspace was an integral part of the Amsterdam FIR.
1.5  The Area Involved in the Transfer of ATS Responsibility Within the Amsterdam FIR.
1.5.1  IBNOS Area

FL 245 - FL 660 — Class C Airspace (ATS - London Area Control (Swanwick)).

In these parts of the Amsterdam FIR the United Kingdom will provide Air Traffic Services to all aircraft between FL 245 and FL 660 (inclusive). Procedures and communications will be as if this airspace was an integral part of the London FIR/UIR. This area is bounded in succession by the following points:
515702.16N 0022122.62E - 515756.44N 0031018.61E - 512850.17N 0031018.61E - 514244.83N 0021001.17E - 515702.16N 0022122.62E

1.5.2  ABNED Area

FL 215 - FL 245— Class C Airspace (ATS - London Terminal Control (Swanwick)).

In these parts of the Amsterdam FIR the United Kingdom will provide Air Traffic Services to all aircraft between FL 215 and FL 245 (inclusive). Procedures and communications will be as if this airspace was an integral part of the London FIR/UIR. This area is bounded in succession by the following points:
520027.05N 0031018.61E - 512850.17N 0031018.61E - 513812.59N 0023000.00E - 512720.12N 0023000.00E - 513000.00N 0020000.00E - 515709.71N 0022128.66E - 520027.05N 0031018.61E.

1.5.3  AMRIV Area

FL 195 - FL 215 — Class C Airspace (ATS - London Terminal Control (Swanwick)).
FL 55 - FL 195 — Class A Airspace (ATS - London Terminal Control (Swanwick)).

In these parts of the Amsterdam FIR the United Kingdom will provide Air Traffic Services to all aircraft between FL 55 and FL 215 (inclusive). Procedures and communications will be as if this airspace was an integral part of the London FIR/UIR. This area is bounded in succession by the following points:
515827.02N 0024000.87E - 513554.52N 0024000.87E - 513812.59N 0023000.00E - 512720.12N 0023000.00E - 513000.00N 0020000.00E - 515709.71N 0022128.66E - 515827.02N 0024000.87E.

1.5.4  SASKI Area B

FL 245 - FL 660 — Class C Airspace (ATS - London Area Control (Swanwick)).

In these parts of the Amsterdam FIR the United Kingdom will provide Air Traffic Services to all aircraft between FL 245 and FL 660 (inclusive). Procedures and communications will be as if this airspace was an integral part of the London FIR/UIR. This area is bounded in succession by the following points:
514244.83N 0021001.17E - 513812.59N 0023000.00E - 512720.12N 0023000.00E - 513000.00N 0020000.00E - 514244.83N 0021001.17E.

1.6  The Area Involved in the Transfer of ATS Responsibility Within the Southwestern Corner of the London UIR between FL 245 and FL 660 (inclusive)
1.6.1  LARLA Triangle - FL 245 - FL 660 — Class C Airspace.

In this part of the London UIR, France will provide Air Traffic Services to all aircraft between FL 245 and FL 660 (inclusive). Procedures and communications will be as if this airspace were an integral part of the France UIR. This area is bounded by arcs of Great Circles joining in succession the following points:
493323N 0065617W - 492841N 0045513W - 485542N 0073430W - 493323N 0065617W.

For FRA procedures see AIP France.

1.6.2  TAKAS Box - FL 245 - FL 660 — Class C Airspace.

In this part of the London UIR, the Irish Republic will provide Air Traffic Services to all aircraft between FL 245 and FL 660 (inclusive). Procedures and communications will be as if this airspace were an integral part of the Shannon UIR. This area is bounded by arcs of Great Circles joining in succession the following points:
493500N 0080000W - 493323N 0065617W - 485542N 0073430W - 485000N 0080000W - 493500N 0080000W.

For FRA procedures see AIP Ireland.

1.7  The Area Involved in the Transfer of ATS Responsibility Within the Irish Sea
1.7.1  Holyhead CTAs 10, 11, 12, 13, 14, 19, 20 and 21 and Irish Sea CTAs 4, 5, 6 and 7 — Class C Airspace.

In this part of the London FIR, the Irish Republic will provide Air Traffic Services to all GAT. Procedures and communications will be as if this airspace were an integral part of the Shannon FIR.

1.7.2  BANBA CTA FL 195 - FL 660 — Class C Airspace.

In this part of the London FIR/UIR, the Irish Republic will provide Air Traffic Services to all GAT, between FL 195 and FL 660 (inclusive). Procedures and communications will be as if this airspace were an integral part of the Shannon UIR.

1.8  The Area Involved in the Transfer of ATS Responsibility Within the Shannon FIR/UIR
1.8.1  Donegal Area - FL 245 - FL 660 — Class C Airspace.

In this part of the Shannon UIR, the United Kingdom (Scottish AC (Prestwick)) will provide Air Traffic Services to all aircraft between FL 245 and FL 660 (inclusive). Procedures and communications will be as if this airspace were an integral part of the Scottish UIR. This area is bounded by arcs of Great Circles joining in succession the following points:
542500N 0081000W - 552000N 0065500W - 552500N 0072000W - 552000N 0081500W - 544500N 0090000W - 543858N 0093320W - 542500N 0081000W.

1.8.2  EGLINTON CTA (CTA 1) 1500 FT ALT - FL 75 - Class C Airspace (ATS - EGAE).

In this part of the Shannon FIR, the United Kingdom will provide Air Traffic Services to all aircraft between 1500 FT altitude and FL 75 (inclusive). Procedures and communications will be as if this airspace was an integral part of the Scottish FIR. This area is bounded in succession by the following points:
550527N 0071520W - 545506N 0072926W - 550205N 0073332W - 550527N 0071520W.

1.8.3  EGLINTON CTA (CTA 2) 2000 FT ALT - FL 75 — Class C Airspace (ATS - EGAE).

In this part of the Shannon FIR, the United Kingdom will provide Air Traffic Services to all aircraft between 2000 FT altitude and FL 75 (inclusive). Procedures and communications will be as if this airspace was an integral part of the Scottish FIR. This area is bounded in succession by the following points:
550205N 0073332W - 545506N 0072926W - 545212N 0073329W - 550114N 0073807W - 550205N 0073332W.

1.8.4  EGLINTON CTA (CTA 3) 3000 FT ALT - FL 75 - Class C Airspace (ATS - EGAE).

In this part of the Shannon FIR, the United Kingdom will provide Air Traffic Services to all aircraft between 3000 FT altitude and FL 75 (inclusive). Procedures and communications will be as if this airspace was an integral part of the Scottish FIR. This area is bounded in succession by the following points:
551217N 0070547W - 550527N 0071520W - 550317N 0072703W - Arc 10 NM radius centred on EGAE ARP (550234N 0070943W) - 551217N 0070547W.

1.8.5 Outside the published hours of operation of Eglinton ATC (or NOTAM extensions thereof), the blocks of Airspace CTA1, CTA2, CTA3, revert to Class G Airspace under the authority of Shannon ACC.
1.9  The Area Involved in the Transfer of ATS Responsibility Within the North Atlantic
1.9.1  RATSU Triangle

SFC - FL 195 — Class G Airspace.
FL 195 - FL 660 — Class C Airspace.

In this part of the Scottish FIR/UIR, Iceland (Reykjavik ACC) will provide Air Traffic Services to all aircraft between the surface and FL 660 (inclusive). Procedures and communications will be as if this airspace were an integral part of the Reykjavik FIR. The area is bounded by straight lines joining in succession the following points:
610000N 0070000W - 604000N 0100000W - 610000N 0100000W following the line of latitude to - 610000N 0070000W.

1.9.2  The Common Boundary Line (61N)

SFC - FL 195 — Class G Airspace.
FL 195 - FL 660 — Class C Airspace.

At the Scottish and Reykjavik FIR/UIR boundary, Iceland (Reykjavik ACC) will provide Air Traffic Services to all aircraft between the surface and FL 660 (inclusive). Procedures and communications will be as if this airspace were an integral part of the Reykjavik FIR. The area is a straight line joining the following points:
610000N 0000000E following the line of latitude to - 610000N 0070000W.

1.9.3  MOLAK Triangle

FL255 - FL660 — Class C Airspace.

In this part of the Scottish UIR, the Irish Republic (Shannon ACC) will provide Air Traffic Services to all aircraft between FL 255 and FL 660 (inclusive). Procedures and communications will be as if this airspace were an integral part of the Shannon UIR. The area is bounded by straight lines joining in succession the following points:
544311.750N 0100000.000W - 543857.730N 0093320.029W - 543400.000N 0100000.000W - 544311.750N 0100000.000W.

1.10  The Area Involved in the Transfer of ATS Responsibility Within the Paris FIR – La Manche Low.
1.10.1  La Manche East (Low) 1 – FL 115 - FL 265.

FL 115 - FL 195 — Class D Airspace (ATS - London Area Control (Swanwick)).
FL 195 - FL 265 — Class C Airspace (ATS - London Area Control (Swanwick)).

In these parts of the Paris FIR the United Kingdom will provide Air Traffic Services to all aircraft between FL 115 and FL 265 (inclusive). Procedures and communications will be as if this airspace was an integral part of the London FIR/UIR. The area is bounded by arcs of Great Circles joining in succession the following points:

504000N 0012800E - 503606N 0013218E - 501017N 0015131E - 500331N 0013906E - 501629N 0010108E - 502517N 0004917E - 504000N 0012800E.

1.10.2  La Manche East (Low) 2 – FL 195 - FL 265.

FL 195 - FL 265 — Class C Airspace (ATS - London Area Control (Swanwick)).

In these parts of the Paris FIR the United Kingdom will provide Air Traffic Services to all aircraft between FL 195 and FL 265 (inclusive). Procedures and communications will be as if this airspace was an integral part of the London FIR/UIR. The area is bounded by arcs of Great Circles joining in succession the following points:

501629N 0010108E - 500331N 0013906E - 495656N 0012709E - 501629N 0010108E.

1.10.3  La Manche East (Low) 3 – FL 115 - FL 265.

FL 115 - FL 195 — Class D Airspace (ATS - London Terminal Control (Swanwick)).
FL 195 - FL 265 — Class C Airspace (ATS - London Area Control (Swanwick)).

In these parts of the Paris FIR the United Kingdom will provide Air Traffic Services to all aircraft between FL 115 and FL 265 (inclusive). Procedures and communications will be as if this airspace was an integral part of the London FIR/UIR. The area is bounded by arcs of Great Circles joining in succession the following points:

505419N 0012754E - 504244N 0014405E - 503925N 0013811E - 503606N 0013218E - 504000N 0012800E - 505419N 0012754E.

1.11  The Area Involved in the Transfer of ATS Responsibility Within the Reims UIR – La Manche High Area.
1.11.1  La Manche East (High 1) - FL 265 - FL 285 — Class C Airspace.

In this part of the Reims UIR, the United Kingdom will provide Air Traffic Services to all aircraft between FL 265 and FL 285 (inclusive). Procedures and communications will be as if this airspace was an integral part of the London FIR/UIR. The area is bounded by arcs of Great Circles joining in succession the following points:

505419N 0012754E - 504244N 0014405E - 503925N 0013811E - 503606N 0013218E - 501346N 0015706E - 501017N 0015131E - 500659N 0014527E - 495656N 0012709E - 495951N 0012317E - 495841N 0011944E - 502405N 0004611E - 502517N 0004917E - 504000N 0012800E - 505419N 0012754E.

1.11.2  La Manche East (High 2) - FL 285 - FL 660 — Class C Airspace.

In this part of the Reims UIR, the United Kingdom will provide Air Traffic Services to all aircraft between FL 285 and FL 660 (inclusive). Procedures and communications will be as if this airspace was an integral part of the London FIR/UIR. The area is bounded by arcs of Great Circles joining in succession the following points:

505419N 0012754E - 504244N 0014405E - 503925N 0013811E - 503606N 0013218E - 501346N 0015706E - 501017N 0015131E - 500659N 0014527E - 495656N 0012709E - 495519N 0012412E - 495841N 0011944E - 502405N 0004611E - 502517N 0004917E - 504000N 0012800E - 505419N 0012754E.

1.12  The Area Involved in the Transfer of ATS Responsibility Within the London FIR – South-eastern Section of the English Channel.
1.12.1  Part of Lille TMA Area 7 - 1500 FT AMSL - FL 65 Class E Airspace (ATS Lille Approach).

In this part of the London FIR, France will provide Air Traffic Services to all aircraft between 1500 FT AMSL – FL 65 (inclusive). Procedures and communications will be as if this airspace was an integral part of the Paris FIR. The area is bounded by arcs of Great Circles joining in succession the following points:

503800N 0011500E - 504526N 0012800E - 504000N 0012800E - 503608N 0011744E - 503800N 0011500E.

1.13  The Area Involved in the Transfer of ATS Responsibility Within the London FIR – The Channel Islands.
1.13.1  Channel Islands CTA 1 (North) - FL 55 - FL 80 — Class D Airspace.

In this part of the London FIR, Jersey will provide Air Traffic Services to all aircraft between FL 55 and FL 80 (inclusive). Procedures and communications will be as if this airspace was an integral part of the Channel Islands airspace which is delegated to Jersey from France during the opening hours of Jersey ATC. The area is bounded by arcs of Great Circles joining in succession the following points:

500000N 0030000W - 494951N 0030000W - 494802N 0031023W - 500000N 0032000W following the line of latitude to - 500000N 0030000W.

1.13.2  Channel Islands Control Zone (North) - SFC - FL 80 — Class D Airspace.

In this part of the London FIR, Jersey will provide Air Traffic Services to all aircraft between SFC and FL 80 (inclusive). Procedures and communications will be as if this airspace was an integral part of the Channel Islands airspace which is delegated to Jersey from France during the opening hours of Jersey ATC. The area is bounded by arcs of Great Circles joining in succession the following points:

500000N 0020000W - 494951N 0030000W - 500000N 0030000W following the line of latitude to - 500000N 0020000W.

1.13.3  Channel Islands TMA (North) - FL 80 - FL 195 — Class A Airspace.

In this part of the London FIR, Jersey will provide Air Traffic Services to all aircraft between FL 80 and FL 195 (inclusive). Procedures and communications will be as if this airspace was an integral part of the Channel Islands airspace which is delegated to Jersey from France during the opening hours of Jersey ATC. The area is bounded by arcs of Great Circles joining in succession the following points:

500000N 0020000W - 494802N 0031023W - 500000N 0032000W following the line of latitude to - 500000N 0020000W.

1.14  The Areas involved in the Transfer of ATS Responsibility are marked on the charts at ENR 6-44 to ENR 6-58.
2  MILITARY AERODROME TRAFFIC ZONES
2.1  Description
2.1.1 At certain military aerodromes, Military Aerodrome Traffic Zones (MATZ) have been established to provide a volume of airspace within which increased protection may be given to aircraft in the critical stages of circuit, approach and climb-out. A MATZ acquires the status of the airspace classification within which it lies; however, additional mandatory ATC requirements are invariably specified for military pilots. In the airspace outside the Aerodrome Traffic Zone (ATZ), observation of MATZ procedures is not compulsory for civil pilots.
2.1.2 MATZ are established at the locations listed at paragraph 2.4 and shown on the chart at ENR 6-59.
2.1.3 In general, the dimensions of a MATZ are as follows:

  1. The airspace within 5 NM radius of the mid-point of the longest runway, from the surface to 3000 FT AAL.

  2. The airspace within a stub or stubs projected from the above airspace, having a length of 5 NM along the centre-line(s) aligned with the selected final approach path(s), and a width of 4 NM (2 NM either side of the centre-line) from 1000 FT AAL to 3000 FT AAL.

  3. Exceptions to the above exist; however, for details of the dimensions of specific zones and the associated stub(s) see paragraph 2.4 and ENR 6-59 (chart).

2.1.4 Where two or more MATZs are grouped together and one aerodrome is designated the Controlling Aerodrome, the upper limit of each MATZ within the Combined MATZ (CMATZ) is determined with reference to the elevation of the higher (or highest) aerodrome in the CMATZ.
2.1.5 An ATZ, as defined in the Air Navigation Order, exists within a MATZ and is based upon the same reference point as defined in paragraph 2.1.3 and detailed at paragraph 2.4. Although civil recognition of a MATZ is not mandatory, pilots are to comply with the provisions of Rule 11 of the Rules of the Air Regulations 2015 in respect of the ATZ. The notified hours of operation of an ATZ may vary from the notified hours of watch of a MATZ.
2.1.6 A MATZ is operative when the aerodrome concerned, or in the case of a CMATZ, any one of the aerodromes, is open. Normally, the Controlling Aerodrome ATC Unit for a CMATZ is to remain open while any one of the aerodromes in the CMATZ is open for flying. Alternatively, the Controlling Aerodrome is to delegate overall responsibility to the aerodrome remaining open, including arrangements for operating the CMATZ frequency.
2.2  Procedures for Penetration of a MATZ
2.2.1 A MATZ Penetration Service is available from the controlling aerodromes listed at paragraph 2.4 for the provision of increased protection to RTF equipped aircraft. Pilots wishing to penetrate a MATZ, and where required the associated ATZ, are requested to observe the following procedures:

  1. When 15 NM or 5 minutes flying time from the zone boundary, whichever is the greater, establish two-way RTF communication with the controlling aerodrome on the appropriate frequency using the phraseology:

    '..... (controlling aerodrome), this is ..... (aircraft callsign), request MATZ (and ATZ) penetration.'

  2. when the call is acknowledged and when asked to 'pass your message', the pilot should pass the following information:

    1. Callsign;

    2. Type of aircraft;

    3. Position;

    4. Heading;

    5. Altitude;

    6. Intentions (eg destination and the intention to route through one or more ATZ);

  3. comply with any instructions issued by the controller;

  4. maintain a listening watch on the allocated RTF frequency until the aircraft is clear of the MATZ/ATZ;

  5. advise the controller when the aircraft is clear of the MATZ/ATZ.

Note 1: Flight conditions are not required unless requested by the controller.

Note 2: Terrain clearance will be the responsibility of the pilot.

Note 3: Since compliance is not compulsory for civil aircraft some aircraft within the MATZ may not be known to the controller. All pilots should therefore maintain a good look-out at all times.

2.2.2 The military ATSU providing the MATZ Penetration Service will normally continue with the service that the aircraft was previously receiving. In the interests of flight safety and good airmanship, it is strongly recommended that all pilots not previously receiving an ATS obtain a MATZ penetration 'approval' from the MATZ operating authority prior to entering a MATZ. It is recognised that most MATZ crossing/penetration 'approvals' will be obtained via RTF by pilots in receipt of a UK FIS; however, it should be possible for a pilot to request a MATZ crossing/penetration 'approval' without the use of radio (i.e. by prior agreement via telephone). In accordance with Class G Airspace classification and the rules of UK FIS, pilots are ultimately responsible for maintaining their own separation against other airspace users within the MATZ. Occasionally, a change in service may need to be negotiated in order to facilitate the MATZ crossing and the advisory information and/or instructions passed by the ATSU will accord with the service being provided. In the event of no radar being available, a non-radar Basic Service, and/or routing instructions, might be provided to aircraft penetrating the MATZ.
2.2.3 Where a MATZ penetration approval cannot be issued, pilots are advised to avoid the MATZ, notwithstanding any action necessary to maintain the safety of the aircraft and/or its occupants.
2.2.4 Subject to paragraph 2.2.5, when crossing a MATZ or CMATZ it is the responsibility of the pilot to ensure that permission is obtained to transit each individual ATZ embedded therein. The pilot, in his request for approval to transit the MATZ/CMATZ, may ask the controller to obtain such permission on his behalf. When issuing any approval to cross a MATZ or CMATZ controllers are, where appropriate, to articulate clearly any permission to transit embedded ATZs.
2.2.5 Whilst specific permission is not required to transit an ATZ that is not served by an ATC unit, flights within such ATZs are nevertheless subject to the pilot obtaining information from the associated flight information service unit or air/ground unit to enable the flight to be conducted safely (Rule 11 of the Rules of the Air Regulations 2015 refers). In such cases the pilot may ask the controller to obtain relevant information on his behalf.
2.2.6 If appropriate, controllers will endeavour to co-ordinate flights with the controlling authority of an adjacent MATZ, but pilots should not assume approval to penetrate another MATZ until it is explicitly given.

Note: Given that military aircrew observance of a MATZ and associated ATC requirements are mandatory, MATZ penetration by a military aircraft is subject to specific permission/clearance.

2.2.7 To enable vertical separation to be applied, all aircraft will be given an altimeter setting to use within the MATZ. Normally this will be the aerodrome QFE, with the exceptions being listed in the table remarks at para 2.4. In the case of overlapping MATZs, the altimeter setting to be used will be the QFE of the higher or highest aerodrome of the CMATZ. This will be passed as the 'Clutch QFE'.
2.3  Availability of the MATZ Penetration Service
2.3.1 A MATZ Penetration Service will be available during the published hours of watch of the respective ATS Units. However, as many units are often open for flying outside normal operating hours, pilots should call for the penetration service irrespective of the hours of watch published. If, outside normal operating hours, no reply is received after two consecutive calls, pilots are advised to proceed with caution. Information on the operation of aerodromes outside their normal operating hours may be obtained by telephone from the Distress and Diversion (D & D) cell at the London ATCC. Telephone: 01489-612406.
2.4  MATZ Participating Aerodromes

MATZ Designation/
Mid-point of Longest Runway

AD
Elevation
(FT)
(AMSL)

MATZ Core Radius/Limits

1st Stub
Heading
°T to AD/Distance/Limits

2nd Stub
Heading
°T to AD/Distance

Controlling
Aerodrome/ATS unit callsign/frequency/language

Hours of applicability

Remarks

1

2

3

4

5

6

7

8

Barkston Heath
525746.74N 0003337.16W

367

Radius: 3 NMUpper Limit: 3000 FT AGLLower Limit: SFC

058

2 NM

Upper Limit: 3000 FT AGL

Lower Limit: 1000 FT AGL

—

Cranwell

CRANWELL APRROACH

124.450 MHz

English

—

—

Benson
513654.14N 0010545.05W

203

Radius: 5 NMUpper Limit: 3000 FT AGLLower Limit: SFC

008

5 NM

Upper Limit: 3000 FT AGL

Lower Limit: 1000 FT AGL

188

5 NM

Upper Limit: 3000 FT AGL

Lower Limit: 1000 FT AGL

Benson

BENSON ZONE

120.900 MHz

English

—

—

Boscombe Down
510911N 0014504W

407

Radius: 5 NMUpper Limit: 3000 FT AGLLower Limit: SFC

050

5 NM

Upper Limit: 3000 FT AGL

Lower Limit: 1000 FT AGL

230

5 NM

Upper Limit: 3000 FT AGL

Lower Limit: 1000 FT AGL

Boscombe Down

BOSCOME ZONE

126.700 MHz

English

—

If Boscombe Down is closed but Middle Wallop remains open, a CMATZ penetration service will be provided by Wallop Approach on 126.700 MHz.

Coningsby
530535N 0000958W

24

Radius: 5 NMUpper Limit: 3000 FT AGLLower Limit: SFC

252

5 NM

Upper Limit: 3000 FT AGL

Lower Limit: 1000 FT AGL

—

Coningsby

CONINGSBY APPROACH

119.200 MHz

English

—

—

Cranwell
530147.04N 0002933.91W

222

Radius: 5 NMUpper Limit: 3000 FT AGLLower Limit: SFC

263

5 NM

Upper Limit: 3000 FT AGL

Lower Limit: 1000 FT AGL

—

Cranwell

CRANWELL APPROACH

124.450 MHz

English

—

—

Culdrose

500507.43N 0051514.66W

268

Radius: 5 NMUpper Limit: 3000 FT AGLLower Limit: SFC

293

5 NM

Upper Limit: 3000 FT AGL

Lower Limit: 1000 FT AGL

—

Culdrose

CULDROSE APPROACH

134.050 MHz

English

—

Culdrose Combined MATZ is formed with the Predannack MATZ, based on the Culdrose QFE.

Fairford
514101N 0014725W

285

Radius: 5 NMUpper Limit: 3000 FT AGLLower Limit: SFC

268

5 NM

Upper Limit: 3000 FT AGL

Lower Limit: 1000 FT AGL

—

Brize Norton

BRIZE ZONE

119.000 MHz

English

NOTAM or Supplement

This aerodrome is open on very limited occasions when advised by NOTAM or Supplement.

Lakenheath
522433.85N 0003339.64E

32

Radius: 5 NMUpper Limit: 3000 FT AGLLower Limit: SFC

056

5 NM

Upper Limit: 3000 FT AGL

Lower Limit: SFC

236

5 NM

Upper Limit: 3000 FT AGL

Lower Limit: 1000 FT AGL

Lakenheath

LAKENHEATH RADAR

128.900 MHz

English

—

Helicopters tasked to operate in EGD208 are required to call Lakenheath ATC to notify intended entry to EGD208 prior to penetrating the CMATZ. No restrictions will be imposed by Lakenheath on helicopters which operate within that portion of their north-easterly stub which is also within the lateral limits of EGD208, provided that the aircraft remain at or below 800 FT AMSL.Within the Lakenheath/Mildenhall MATZ the pressure setting used will be the Lakenheath QNH.

Leeming
541733N 0013207W

132

Radius: 5 NMUpper Limit: 3000 FT AGLLower Limit: SFC

156

5 NM

Upper Limit: 3000 FT AGL

Lower Limit: 1000 FT AGL

—

Leeming

LEEMING ZONE

133.375 MHz

English

——

Leuchars
562229.61N 0025131.61W

38

Radius: 5 NMUpper Limit: 3000 FT AGLLower Limit: SFC

082

5 NM

Upper Limit: 3000 FT AGL

Lower Limit: 1000 FT AGL

262

5 NM

Upper Limit: 3000 FT AGL

Lower Limit: 1000 FT AGL

Leuchars

LEUCHARS RADAR

126.500 MHz

English

—

—

Lossiemouth
574223.97N 0032016.40W

40

Radius: 5 NMUpper Limit: 3000 FT AGLLower Limit: SFC

224

5 NM

Upper Limit: 3000 FT AGL

Lower Limit: 1000 FT AGL

—

Lossiemouth

LOSSIE RADAR

119.575 MHz

English

—

—

Marham
523854N 0003302E

76

Radius: 5 NMUpper Limit: 3000 FT AGLLower Limit: SFC

057

5 NM

Upper Limit: 3000 FT AGL

Lower Limit: 1000 FT AGL

237

5 NM

Upper Limit: 3000 FT AGL

Lower Limit: 1000 FT AGL

Marham

MARHAM DIRECTOR

124.150 MHz

English

—

—

Merryfield
505747.29N 0025619.73W

144

Radius: 3 NMUpper Limit: 3000 FT AGLLower Limit: SFC

—

—

Yeovilton

YEOVIL RADAR

127.350 MHz

English

—

—

Middle Wallop
510827.54N 0013421.62W

297

Radius: 5 NMUpper Limit: 3000 FT AGLLower Limit: SFC

256

3 NM

Upper Limit: 3000 FT AGL

Lower Limit: 1000 FT AGL

—

Boscombe Down

BOSCOME ZONE

126.700 MHz

English

—

Non-standard reference point aligned with common radar touchdown point.If Boscombe Down is closed but Middle Wallop remains open, a CMATZ penetration service will be provided by Wallop Approach on 126.700 MHz.

Mildenhall
522142.96N 0002911.06E

34

Radius: 5 NMUpper Limit: 3000 FT AGLLower Limit: SFC
See Remark

103

5 NM

Upper Limit: 3000 FT AGL

Lower Limit: 1000 FT AGL

See Remark

283

5 NM

Upper Limit: 3000 FT AGL

Lower Limit: 1000 FT AGL

See Remark

Lakenheath

LAKENHEATH RADAR

128.900 MHz

English

—

Non-standard extension to both stubs - 5 NM south of extended centre-lines.Non-standard demarcation of the 5 NM circles which are joined by a straight line at their most easterly points.Within the Lakenheath/Mildenhall MATZ the pressure setting used will be the Lakenheath QNH.

Mona
531533.48N 0042226.44W

202

Radius: 5 NMUpper Limit: 3000 FT AGLLower Limit: SFC

—

—

Valley

VALLEY RADAR

125.225 MHz

English

—

—

Odiham
511403.09N 0005634.11W

405

Radius: 5 NMUpper Limit: 3000 FT AGLLower Limit: SFC

093

5 NM

Upper Limit: 3000 FT AGL

Lower Limit: 1000 FT AGL

—

Odiham

ODIHAM APPROACH

131.300 MHz

English

—

Odiham Approach, except weekends and PH, when the task may be carried out by Farnborough on Frequency 125.250 MHz.Within the Odiham MATZ the transit pressure setting will be the Farnborough QNH.

Predannack
500006N 0051355W

299

Radius: 5 NMUpper Limit: 3000 FT AGLLower Limit: SFC

—

—

Culdrose

CULDROSE APPROACH

134.050 MHz

English

—

Predannack MATZ forms part of the Culdrose Combined MATZ, based on the Culdrose QFE.

Shawbury
524737N 0024004W

248

Radius: 5 NMUpper Limit: 3000 FT AGLLower Limit: SFC

180

5 NM

Upper Limit: 3000 FT AGL

Lower Limit: 1000 FT AGL

360

5 NM

Upper Limit: 3000 FT AGL

Lower Limit: 1000 FT AGL

Shawbury

SHAWBURY ZONE

133.150 MHz

English

—

—

Ternhill
525223.38N 0023155.89W

285

Radius: 5 NMUpper Limit: 3000 FT AGLLower Limit: SFC

—

—

Shawbury

SHAWBURY ZONE

133.150 MHz

English

—

Weekend and out of hours,freecall Ternhill Radio for aerodromeinformation freq 122.100 MHz.

Topcliffe
541220.26N 0012253.86W

91

Radius: 5 NMUpper Limit: 3000 FT AGLLower Limit: SFC

—

—

Leeming

LEEMING ZONE

133.375 MHz

English

—

—

Valley
531453.40N 0043207.20W

37

Radius: 5 NMUpper Limit: 3000 FT AGLLower Limit: SFC

130

5 NM

Upper Limit: 3000 FT AGL

Lower Limit: 1000 FT AGL

—

Valley

VALLEY
RADAR

125.225 MHz

English

—

—

Waddington
530958N 0003126W

230

Radius: 5 NMUpper Limit: 3000 FT AGLLower Limit: SFC

202

5 NM

Upper Limit: 3000 FT AGL

Lower Limit: 1000 FT AGL

—

Waddington

WADDINGTON ZONE

119.500 MHz

English

—

—

Warton
534442N 0025300W

54

See Remark

See Remark

See Remark

Warton

WARTON RADAR

129.530 MHz

English

—

Non-standard MATZ with the following dimensions:Lateral - A rectangle of airspace, 20 NM x 6 NM. The major axis is centred on the Aerodrome Reference Point (ARP), aligned with the major runway headings 071° (T)/251° (T) and off-set 1 NM to the south.Vertical - The portion of the rectangle contained within the part circle radius 5 NM centred on the ARP extends from the surface to 3000 FT AAL. The remainder extends from 1000 FT AAL to 3000 FT AAL.Warning - The northern sector of the ATZ is not wholly contained within the MATZ.Within the Warton MATZ the pressure setting will be the Warton QNH.

Wattisham
520738N 0005723E

283

Radius: 5 NMUpper Limit: 3000 FT AGLLower Limit: SFC

048

5 NM

Upper Limit: 3000 FT AGL

Lower Limit: 1000 FT AGL

228

5 NM

Upper Limit: 3000 FT AGL

Lower Limit: 1000 FT AGL

Wattisham

WATTISHAM APPROACH

125.800 MHz

English

—

—

Wittering
523647.00N 0002833.26W

273

Radius: 5 NMUpper Limit: 3000 FT AGLLower Limit: SFC

073

5 NM

Upper Limit: 3000 FT AGL

Lower Limit: 1000 FT AGL

253

5 NM

Upper Limit: 3000 FT AGL

Lower Limit: 1000 FT AGL

Wittering

WITTERING ZONE

119.675 MHz

English

—

Caution: Unlit aircraft operate at night.

Yeovilton
510029.77N 0023843.77W

75

Radius: 5 NMUpper Limit: 3000 FT AGLLower Limit: SFC

083

5 NM

Upper Limit: 3000 FT AGL

Lower Limit: 1000 FT AGL

263

5 NM

Upper Limit: 3000 FT AGL

Lower Limit: 1000 FT AGL

Yeovilton

YEOVIL RADAR

127.350 MHz

English

—

—

3  SHANWICK OCEANIC OPERATIONS
3.1  Areas within the Shanwick Oceanic Control Area where the provision of ATS has been delegated

Name

Lateral Limits

Vertical Limits
and Classification

Controlling
Authority

Northern
Oceanic Transition Area
(NOTA)

DOGAL (540000N 0150000W) - SUNOT (570000N 0150000W) following the line of latitude to - GOMUP (570000N 0100000W) - 543400N 0100000W - DOGAL (540000N 0150000W).

UNL
____

FL 55
Class A

Shannon ACC.

Shannon
Oceanic Transition Area
(SOTA)

DINIM (510000N 0150000W) following the line of latitude to - LESLU (510000N 0080000W) ­ 483000N 0080000W - BEDRA (490000N 0150000W) - DINIM (510000N 0150000W).

UNL
_____

FL 55
Class A

Shannon ACC.

Brest
Oceanic Transition Area
(BOTA)

483400N 0084500W - 483000N 0080000W - 450000N 0080000W following the line of latitude to - 450000N 0084500W ­ 483400N 0084500W.

UNL
_____

FL 55
Class A

Brest ACC.

3.2  Air Traffic Service

Regional Supplementary Procedures DOC 7030.

3.2.1 Air Traffic Service for the Shanwick OCA is provided by the Oceanic Area Control centre at Prestwick supported by the communications station at Ballygirreen near Shannon, Ireland. The callsign SHANWICK will be used.
3.2.2 Aircraft operating along tracks through successive points on the northern or southern boundaries of Gander and Shanwick OCAs will be provided with Air Traffic Services by Gander or Shanwick as appropriate.
3.2.3 Air Traffic Service in the NOTA and SOTA is provided by Shannon Area Control Centre, using the callsign ‘SHANNON’. Full details of the service provided and the procedures used are contained in AIP Ireland.
3.2.4 Air Traffic Service in the BOTA is provided by Brest Area Control Centre, using the callsign ‘Brest Control’. Full details of the service provided and the procedures used are contained in AIP France.
3.3  Flight Rules

Annex 2, Annex 11 and Regional Supplementary Procedures DOC 7030.

3.3.1 Flight shall be conducted in accordance with the Instrument Flight Rules (even when not operating in Instrument Meteorological Conditions) when operated within the Shanwick OCA.
3.3.2 Clearances to climb or descend maintaining own separation while in Visual Meteorological Conditions shall not be issued.
3.3.3  Rules Applicable to all IFR flights
3.3.3.1  ARINC 424
3.3.3.1.1 NAT operators should use a full latitude/longitude (e.g., 13-character) input for waypoints containing both half-degree and whole degrees of latitude and whole degrees of longitude.
3.3.3.1.2 NAT operators with an operational need to populate the aircraft NDB with a 5-character waypoint identifier should use the established ARINC 424 "H" format for half-degrees of latitude such as Hxxyy, where xx = degrees and 30 minutes of NORTH latitude and yy = degrees of WEST longitude (e.g., H5250 = 52°30' NORTH 050°00' WEST).
3.3.3.1.3 It is recognized that, for whole degree waypoint inputs, such operators will likely continue using the ARINC 424, 7.2.5 "N-suffix" format (e.g., 5250N = 52°00' NORTH 050°00 WEST). It is recommended that insertion of waypoints into the FMC be accomplished by established automated data link systems (e.g. AOC and CPDLC) wherever possible.
3.3.3.1.4 Regardless of FMC waypoint format and entry method, flight crew procedures should require each pilot to independently display and verify the DEGREES and MINUTES loaded into the FMC for the latitude/longitude waypoints defining the route contained in the NAT oceanic clearance to mitigate potential display ambiguity.
3.3.3.1.5 ATC CPDLC route clearance uplinks will be in a full Lat/Long format and will require those operators using ARINC 424 and the "H" format to ensure their flight crews are trained to display and verify the full Lat/Longs of any uplink.
3.4  Separation of Aircraft within the Shanwick OCA

Regional Supplementary Procedures DOC 7030.

3.4.1 Separation, including radar separation, of aircraft within the NOTA and SOTA will be to standards defined by the Irish ATC authorities. Separation, including radar separation, of aircraft within the BOTA will be to standards defined by the French ATC Authorities.
3.4.2 Reduced Vertical Separation Minima (RVSM) applies within the Shanwick OCA between FL 290 and FL 410 inclusive. Aircraft wishing to fly within this level band must meet the RVSM requirements.
3.4.3 The French and Irish Authorities respectively designate the BOTA and NOTA/SOTA airspace between FL 290 and FL 410 inclusive for the purpose of transitioning non-RVSM approved aircraft operating to and from the North Atlantic Region.
3.5  NAT Organized Track System (NAT OTS)

Regional Supplementary Procedures DOC 7030.

3.5.1 Organized tracks are formulated and published as an AFTN Track Structure Message. The day-time structure, valid from 1130 UTC until 1900 UTC at 030°W is published by Shanwick, and the night-time structure, valid from 0100 UTC until 0800 UTC at 030°W by Gander.
3.5.2 All NAT Operators shall provide Company Preferred Route information providing Shanwick with the number of jet flights and routes likely to be requested during each of the main traffic periods, eg westbound flights crossing 030°W between 0800 and 1900 UTC and eastbound flights crossing 030°W between 2200 and 0900 UTC.
3.5.2.1 Shanwick can accept airlines Company Preferred Route information for westbound flights in two formats; The Preferred Route Message format (PRM) or alternatively a Flight Plan day minus 1 format (FPL-1).
3.5.2.2 Operators wishing to submit Company Preferred Route information via Flight Plan day minus 1 format (FPL-1) are required to pre-register by email at CPR@nats.co.uk before doing so.
3.5.2.3 The westbound PRM or FPL-1 is to be sent no later than 1900 UTC and the eastbound PRM no later than 1000 UTC. The format of the PRM, FPL-1 and the AFTN addresses to which they are to be sent are contained at ENR 2.2, paragraphs 3.24, 3.25 and 3.26.
3.5.3 The most northerly Track of a day Organized Track System (OTS) is designated as NAT Track Alpha, the adjacent Track to the south as NAT Track Bravo etc. In the case of the structure published for night use the most southerly Track is designated Zulu, the adjacent Track to the North is designated Yankee, etc.
3.5.4 Flight levels are allocated for use within the Track structure to make optimum use of the available airspace.
3.5.5 Pilots are encouraged to flight plan on published NAT tracks, when appropriate, although it is not mandatory to do so.
3.5.6 To permit an orderly change-over between successive OTSs a period of several hours is interposed between the termination of one system and the commencement of the next. During these periods, operators are expected to file random flight plans or use the co-ordinates of a track in the system about to come into effect. Appropriate flight planning levels are contained in the tables in paragraph 3.6.13.2. In all cases of doubt, advice should be sought by telephone from the appropriate OAC supervisor.
3.6  Flight Plans

Annex 2, Regional Supplementary Procedures DOC 7030 and PANS Doc 4444 ATM/501.

3.6.1 Pilots and operators are advised that as Shanwick is within the IFPS area, they are to ensure that all flight plans routing via the Shanwick Area of Responsibility are addressed to both EUCHZMFP and EUCBZMFP.
3.6.2 Submission of a Flight Plan advises ATC of the pilot’s intent and the aircraft/pilot capabilities and authorisations (UK Flight Planning Guide CAP 694). ATC clearances are provided consistent with these capabilities and it is important that the content of the Flight Plan is correct.

Within the Flight Plan the PBN descriptors used in Item 10 – ‘Equipment’ indicates that:

  1. Designated equipment fitted to the aircraft is serviceable.

  2. Flight Crew are qualified for the intended operation.

  3. The AOC holder holds the required navigation authorisations.

It should be noted that for routes T9 and T290 there is currently no ICAO code for use within the Flight Plan to declare RNP2 capability, therefore (and in conformance with CAP 694) aircraft with RNP2 capability should submit the following descriptors within Item 10 – ‘Equipment’ and Item 18 – ‘Other Information’ as a minimum when operating via T9 or T290:

Field 10 – Equipment and Capabilities
GHI (Note)RWYZ
GNSSHF RTFInertial
Navigation		PBN ApprovedRVSM ApprovedVHF with
8.33 kHz		Other
Equipment

Note: T9 and T290 are designated with a navigational specification of RNP2 and are further designated as Continental/Offshore for the purposes of contingency requirements.

Field 18 – Other Information
NAV/RNP2
3.6.3 For flights conducted along one of the organized tracks from the entry point into the NAT Flight Information Regions to the exit point, the organized track shall be defined in the flight plan by the abbreviation 'NAT' followed by the code letter assigned to the track. For flights wishing to join or leave an organized track at some point between entry and exit fixes, full track details should be specified in the flight plan, the track letter should not be used to abbreviate any portion of the route in these circumstances.
3.6.4 Flights planned wholly or partly outside the organized tracks shall be planned along great circle tracks joining successive significant points. The latitude and longitude of each designated reporting line (eg 010W, 020W, 030W, 040W, 050W, 060W, Fishpoint and landfall), should be entered in Item 15 of the flight plan.
3.6.5 ATS requires flights entering or exiting the Gander OCA to flight plan in accordance with the published NAT OTS or, if exiting the Gander OCA by way of 58°N 050°W and south thereof, via the following named points and associated 050°W coordinates:

  1. CUDDY DCT 58N 050W (Midwest Traffic)

  2. DORYY DCT 58N 050W (Eastern Seaboard Traffic)

  3. ENNSO DCT 5730N 050W

  4. HOIST DCT 57N 050W

  5. IRLOK DCT 5630N 050W

  6. JANJO DCT 56N 050W

  7. KODIK DCT 5530N 050W

  8. LOMSI DCT 55N 050W

  9. MELDI DCT 5430N 050W

  10. NEEKO DCT 54N 050W

  11. PELTU DCT 5330N 050W

  12. RIKAL DCT 53N 050W

  13. SAXAN DCT 5230N 050W

  14. TUDEP DCT 52N 050W

  15. UMESI DCT 5130N 050W

  16. ALLRY DCT 51N 050W

  17. BUDAR DCT 5030N 050W

  18. ELSIR DCT 50N 050W

  19. IBERG DCT 4930N 050W

  20. JOOPY DCT 49N 050W

  21. MUSAK DCT 4830N 050W

  22. NICSO DCT 48N 050W

  23. OMSAT DCT 4730N 050W

  24. PORTI DCT 47N 050W

  25. RELIC DCT 4630N 050W

  26. SUPRY DCT 46N 050W

  27. RAFIN DCT 45N 050W

  28. BOBTU DCT 44N 050W

3.6.6 Estimated Times
3.6.6.1 For flights conducted in the NAT, the accumulated estimated elapsed times to each oceanic FIR boundary shall be specified in Item 18 of the flight plan, following the EET/indicator.
3.6.6.2 For flights entering Shanwick OCA directly from the SOTA, the Estimated Elapsed Time (EET) for the Shanwick Boundary filed in Item 18 of the flight plan is to be the EET for the point of crossing the Shanwick/SOTA Boundary (RODEL/SOMAX/BEDRA/ KOGAD/OMOKO/TAMEL or LASNO).
3.6.6.3 For flights entering Shanwick OCA directly from the BOTA, the EET for the Shanwick Boundary filed in Item 18 of the flight plan is to be the EET for the point of crossing the Shanwick/BOTA Boundary (ETIKI/UMLER/SEPAL/BUNAV or SIVIR).
3.6.6.4 For flights exiting Shanwick OCA directly to the SOTA, the EET for the Shannon Boundary filed in Item 18 of the flight plan is to be the EET for the point of crossing the Shanwick/SOTA Boundary (RODEL/SOMAX/BEDRA/KOGAD/OMOKO/TAMEL or LASNO).
3.6.6.5 For flights exiting Shanwick OCA directly to the BOTA, the EET for the Brest Boundary filed in Item 18 of the flight plan is to be the EET for the point of crossing the Shanwick/BOTA Boundary (ETIKI/UMLER/SEPAL/BUNAV or SIVIR).
3.6.6.6 For flights entering Shanwick OCA directly from the NOTA, the EET for the Shanwick Boundary filed in Item 18 of the flight plan is to be the EET for the point of crossing the Shanwick/NOTA Boundary (VENER/RESNO/ETARI/PIKIL/BILTO/SUNOT or AGORI).
3.6.6.7 For flights exiting Shanwick OCA directly to the NOTA, the EET for the Shannon Boundary filed in Item 18 of the flight plan is to be the EET for the point of crossing the Shanwick/NOTA Boundary (VENER/RESNO/ETARI/PIKIL/BILTO/SUNOT or AGORI).
3.6.7 Flights Routing to/from GOMUP (57N 010W)
3.6.7.1 Flights will not be cleared to route along 57N between GOMUP (57N 010W) and SUNOT (57N 015W). Flights to/from GOMUP routing to/from 020W will be required to cross 020W at or north of 58N.
3.6.8 The designated reporting lines within the Shanwick OCA are:

For flights Europe — North America

Eastern boundary of the OCA, and longitudes 02000W and 03000W.

For flights Europe — Iceland

01000W and latitude 6100N (RATSU).

For flights Europe — Azores

00845W and latitude 4500N.

3.6.9 MACH Numbers
3.6.9.1 Jet aircraft intending to operate in the Shanwick OCA must indicate the MACH number planned to be used for any portion of the flight within the area in Item 15 of the flight plan.
3.6.9.1.1 Jet aircraft should indicate their proposed speeds in the following sequence:

  1. Cruising speed (TAS) in knots;

  2. Oceanic Entry Point and cruising MACH number;

  3. Landfall Fix and cruising speed (TAS) in knots.

3.6.9.2 All other aircraft: speed in terms of TAS in knots or MACH number.
3.6.10 Minimum Navigation Performance Specification (MNPS)
3.6.10.1 If the flight is certified as being in compliance with Minimum Navigation Performance Specifications (MNPS) and intends to operate in the North Atlantic High Level Airspace (NAT HLA) for any portion of the flight, the letter ‘X’ shall be inserted after the letter ‘S’ in item 10 of the flight plan to indicate that the flight has been approved for operations within the NAT HLA. It is the captain’s responsibility to ensure that specific approval has been given for such operations by the State of Registry of either the aircraft or of the operator. See paragraph 3.18.1 (Application of MNPS in Shanwick OCA).
3.6.11  North Atlantic Data Link Services
3.6.11.1 ICAO document 10037, “Global Operational Data Link (GOLD) Manual”, North Atlantic Airspace and Operations Manual DOC 007

The NAT Data Link Mandate (NAT DLM) for Data Link Services applies within the Shanwick OCA between Flight Levels 290 and 410 inclusive and requires that aircraft have fitted and operate FANS 1/A equipment, i.e. FANS 1/A CPDLC and ADS-C.

CPDLC and ADS-C service is available throughout the whole of the Shanwick OCA.

Flights equipped with and prepared to operate FANS 1/A (or equivalent) CPDLC and ADS-C data link systems will be permitted to flight plan to enter the NAT DLM airspace, (NAT Regional Supplementary Procedures (ICAO Doc 7030) paragraphs 3.3.2 and 5.4.2 apply for CPDLC and ADS-C respectively).

Certain non-equipped flights, as noted below, may flight plan to enter mandated airspace, however such flights may not receive their requested profile which fully corresponds to the filed flight plan.

3.6.11.2 These procedures are applicable to all FANS 1/A flights that are required, or wish to, participate in NAT DLM Data Link Services.

The FANS data link log-on address for the Shanwick OCA is EGGX.

For correct functioning of FANS data link the aircraft identification entered in the avionics must be precisely the same as that contained in the filed flight plan. This should be confirmed by the flight crew prior to log-on.

3.6.11.3 FANS 1/A equipped flights are permitted to enter the mandated airspace if the flight plan indicates in Item 10:

  1. D1 (ADS-C with FANS 1/A capabilities); and

  2. J5 (CPDLC FANS 1/A SATCOM (INMARSAT)); and/or

  3. J7 (CPDLC FANS 1/A SATCOM (Iridium)).

Non-FANS 1/A equipped flights are permitted to enter the mandated airspace if the flight plan indicates in Item 18:

  1. STS/FFR; or

  2. HOSP; or

  3. HUM; or

  4. MEDEVAC; or

  5. SAR; or

  6. STATE.

3.6.11.4 Any aircraft not equipped with FANS 1/A (or equivalent) systems may request a continuous climb or descent, without intermediate level off, through the mandated airspace. Such requests will be considered on a tactical basis.

Altitude Reservation (ALTRV) requests will be considered on a case by case basis irrespective of the equipage status of the participating aircraft.

NAT DLM restrictions are not applicable to aircraft experiencing a contingency situation.

3.6.11.5 Flights that experience an equipment failure prior to departure which renders the aircraft non-DLM compliant should re-submit a flight plan to remain clear of mandated airspace.

Flights that experience an equipment failure after departure but before entry to mandated airspace which renders the aircraft unable to operate FANS 1/A (or equivalent) CPDLC and/or ADS-C systems must notify ATC of their status prior to entering the airspace. Such flights may be approved to operate in the airspace subject to tactical considerations.

Flights that experience a FANS 1/A data link equipment failure while the flight is operating within NAT DLM airspace must immediately advise ATC. Such flights may be allowed to continue within the airspace subject to tactical considerations.

3.6.11.6 ATS Surveillance Service utilising ADS-B is available to suitably equipped flights throughout the Shanwick OCA. Service is enabled by ADS-B equipment hosted in a network of earth satellites.

ADS-B use is mandatory for flights operating on routes T9 and T290 to facilitate access to these routes by certain aircraft unable to comply with the NAT DLM. These routes are designated continental/offshore; see 3.18.1.8 below and ENR 3.5 ‘Other Routes’ for further details.

Participating flights benefit from enhanced flight monitoring and the application, where appropriate, of surveillance separation minima.

Summary of Data Link, Navigational and Communications provisions in the Shanwick High Level Airspace.

Note: Detailed Communications requirements can be found at 3.9 below.

Shanwick HLA (FL 290 – FL 410) Data Link, Navigational and Communications Requirements
(Except Blue Spruce Routes (Note 1), BOTA (Note 2) and SOTA (Note 3))
Route TypeHFCPDLCADS-CRSP180RNP4RCP240RNP10ADS-B
(Note 4)		RNP2
(Note 5)
PBCS OTS TrackYesYesYesYesYesYesYesNoNo
Non-PBCS OTS Tracks and Random RoutesYesYesYesNoNoNoYesNoNo
T9 and T290YesNoNoNoNoNoYesYesYes

Note 1: For aircraft that do not meet HLA navigational requirements. State approval required.

Note 2: Brest Oceanic Transition Area – see AIP France.

Note 3: Shannon Oceanic Transition area – See AIP Ireland.

Note 4: ADS-B with dedicated 1090 MHz out capability.

Note 5: T9/T290 RNP2 designation is continental/offshore utilising ADS-B with VHF voice available.

Note 6: With the exception of HF radio these requirements do not apply outside NAT HLA.

3.6.11.7   Uplink Message Latency Monitor Function
3.6.11.7.1  Set Timer
3.6.11.7.1.1  The uplink message latency monitor function is designed to prevent pilots from acting on a CPDLC uplink message that has been delayed in the network. Approximately 5 minutes after entering Shanwick Oceanic airspace, equipped flights will receive a message advising crews to set the latency timer: "SET MAX UPLINK DELAY VALUE TO 300 SEC".
3.6.11.7.1.2  When the pilot receives the uplink CPDLC message "SET MAX UPLINK DELAY VALUE TO 300 SEC" he/she shall;

  1. Send a positive response to ATC as prompted by the avionics (ACCEPT [ROGER]) regardless of whether the aircraft supports the latency monitor.

    Note 1: It is important that pilots respond to the "SET MAX UPLINK DELAY VALUE TO 300 SEC" uplink message to avoid having open unanswered CPDLC messages in the system. This also applies to aircraft that have deficient message latency monitor functionality or no such functionality at all.

    Note 2: The Global Operational Data Link Manual specifies that the pilot should append the response downlink with the free text message "TIMER NOT AVAILABLE" when the message latency monitor function is not available in the aircraft.

  2. If the aircraft is equipped with a correctly functioning message latency monitor, enter the specified uplink delay into the avionics in accordance with the aircraft procedures. Some avionics will automatically set the delay value in accordance with the uplink message and do not allow for a manual input.

    Note 1: If an aircraft is instructed to log off and then log on again mid-flight, ATC may send the message "SET MAX UPLINK DELAY VALUE TO 300 SEC" again once the logon is completed.

3.6.11.7.2  Delayed CPDLC Uplink Message
3.6.11.7.2.1  When a pilot receives a CPDLC uplink message with an indication that the message has been delayed the pilot shall:

  1. Revert to voice communications to notify the ATS unit of the delayed message received and to request clarification of the intent of the CPDLC message; and

  2. Respond appropriately to close the message as per the instructions of the controller.

  3. The pilot must not act on the delayed uplink message until clarification has been received from the controller.

3.6.12 Reduced Vertical Separation Minima (RVSM)
3.6.12.1 If the flight is certified as being in compliance with the Minimum Aircraft System Performance Specification (MASPS) and intends to operate in RVSM Airspace for any portion of the flight, the letter 'W' shall be inserted after the letter(s) 'S' and 'X' (if applicable) in Item 10 of the flight plan to indicate that the flight has been approved for operations within RVSM Airspace. It is the Captain's responsibility to ensure that specific approval has been given for such operations by the State of registry of either the aircraft or the operator. See Paragraph 3.18.2 (Application of RVSM in Shanwick OCA).
3.6.13  Flight Level Allocation Scheme (FLAS)
3.6.13.1 Operators should use the Flight Level Allocation Scheme (FLAS) for flight planning guidance.
3.6.13.2 The Flight Level allocations under FLAS are:

FL 430

May be Flight Planned for both eastbound and westbound non-RVSM certified aircraft.

FL 410

Eastbound FL.

FL 310, 320, 340, 360, 380, 400

Westbound FL (except within Eastbound OTS).

FL 330, 350, 370, 390

Eastbound FL (except within Westbound OTS).

FL 300 and below

Even FLs westbound. Odd FLs eastbound.

3.6.13.3 Operators are permitted to file flight plans at any flight level for a route which is wholly contained within the routing structure of T13, T16 and T213, however flight planning requirements apply to T9 and T290 (see ENR 3.5 Other Routes).

Operators are reminded that T13, T16 and T213 are included in the DLM.

3.6.13.4 To accommodate significant single direction demand during OTS times, OACs may exchange Flight Levels on a tactical basis. This allows additional profiles for main direction flow.
3.6.13.5 During OTS times, aircraft intending to use the OTS may Flight Plan levels which are allocated to the published OTS.

Additionally, to accommodate demand:

During the eastbound OTS, eastbound non-OTS aircraft may Flight Plan at FL 340 or FL 380.

During the westbound OTS, westbound non-OTS aircraft may Flight Plan at FL 330.

3.6.13.6 Unless suitable eastbound Tracks exist, during the eastbound OTS times, eastbound traffic originating in New York OAC, planned to enter Shanwick OAC, is recommended to Flight Plan as follows:

  1. FL 310 or FL 340 and restrict routing to landfall BEDRA or south.

  2. FL 310, FL 340 or FL 380, and restrict routing to landfall either: BEDRA or south, or to remain south of the OTS, whichever is further south.

3.6.13.7 During the westbound OTS, track and random westbound aircraft, flight planned to enter Shanwick and Gander airspace which landfall at or north of AVUTI, should not flight plan at FL 340. FL 340 is reserved for flights routing between Reykjavik OAC and Gander OAC.
3.6.13.8 For aircraft opposing the main flows during OTS periods, operators should Flight Plan optimum levels, in accordance with the direction of flight. ATC will endeavour to accommodate any requested levels, however priority will be given to main flow traffic.
3.6.13.9 If a flight is expected to be level critical, Operators should contact the initial OAC prior to filing the flight plan to determine the likely availability of such level(s).
3.6.13.10 Request for a suitable alternative flight level may be included in Item 18 of the flight plan.
3.6.13.11 Flight plans for flights departing from points within adjacent regions and entering the NAT Region, without intermediate stops, should be submitted at least 3 hours prior to departure. For addressing of Flight Plan messages see ENR 1.11.
3.6.13.12 Flight Plans for flights through NOTA/SOTA Airspace by aircraft not equipped with VHF RTF are to be annotated, in Item 18, COM/UHF only.
3.7  Send an ’RCL’

’RCL’: Voice, or data link message via ACARS, used to provide ETA at OEP, requested flight level, and Mach.

Annex 11 and PANS Doc 4444 ATM/501.

3.7.1 Aircraft entering Shanwick OCA from domestic airspace are required to send an ’RCL’ to Shanwick using one of the methods indicated in paragraph 3.8.
3.7.1.1 For Westbound aircraft routing via RATSU (61N 010W), see paragraph 3.8.3.
3.7.1.2 Aircraft entering Shanwick OCA from an adjacent OCA will normally receive approval for their level, route and speed by the authority controlling the adjacent OCA.
3.7.2 Aircraft which have filed a flight plan using a MACH number are permitted to fly at normal speed at the MACH number in the filed flight plan. Any changes to speed shall be issued on entering Shanwick airspace. After leaving Oceanic Airspace aircraft should maintain their assigned MACH number in domestic airspace unless the appropriate ATC unit authorises a change.
3.7.3 It is essential that the ETA within the ’RCL’ is correct. If the estimate for the Oceanic Boundary last reported to Shanwick is found to be in error by 3 minutes or more, flights must transmit a revised estimate to Shanwick, as soon as possible.
3.7.3.1  Upon receipt of the ACARS Data Link ’RCL’, any route amendment to the current flight plan (what is loaded in the FMS) will be issued by voice.
3.7.4 Abbreviated Route Amendment
3.7.4.1 An abbreviated route amendment is issued when an aircraft is rerouted onto a NAT TRACK or when there is a change to one coordinate only. In all other circumstances full details of the cleared route will be given.
3.7.4.2 A pilot-in-command shall, if at any time in doubt, request a detailed description of the cleared route from ATS.
3.7.5  Identification of Track Structure Message
3.7.5.1 Shanwick OAC will identify each Westbound NAT Track Structure Message by using a 3 digit Track Message Identification number (TMI) in the remarks section of the Track Structure Message.

Example: Remarks: Trk Message Ident 283.
3.7.5.2 Gander and Shanwick OACs will generate a revised TMI number only when the change is to:

  1. Any NAT Track co-ordinate including named positions;

  2. NAT Track published levels;

  3. Named Points within European Routes West; or

  4. Any combination of (a), (b) or (c).

Note: Both centres will continue to publish revisions regarding other items such as North American Routings (NARS), but revisions outside the above listed categories will not warrant a change to the TMI.

3.7.5.3 Amendments will be identified by adding an Alpha character to the TMI number for each revision.

Example: (Remarks amended) Remarks: Amended Track Message Ident 283 A, B, C etc.

3.7.6  Reroutes on to NAT Tracks
3.7.6.1 Flights will receive reroutes on VHF or HF radio. If the aircraft is rerouted to follow an organised track an abbreviated routeing will be issued and the pilot must confirm the Track Message Identification number (TMI). If the pilot cannot correctly identify the Track Message Identification, Shanwick will read the approved NAT Track coordinates in full and request a full read back of those coordinates.
3.8  ’RCL’ Requests
3.8.1  Westbound Aircraft (Apart from Traffic as detailed in paragraph 3.8.2)
3.8.1.1 Westbound aircraft operating within the United Kingdom UIR/FIR and the northern part of the France UIR should submit an ’RCL’ by voice to 'Shanwick Oceanic' on VHF RTF. VHF coverage is contained within an area joined by the following points: 48N 010W - RATSU (61N 010W) - 61N 005W - 52N 004E - 48N 004W - 48N 010W. An ’RCL’ request should be submitted when an accurate boundary estimate can be calculated, and submitted between 30 and 90 minutes prior to the Oceanic boundary ETA. United Kingdom departures are to submit an ’RCL’ as soon as possible after departure. Aircraft overflying the United Kingdom UIR/FIR and the northern part of the France UIR are to submit an ’RCL’ when they consider that they are within the area specified above. Aircraft other than jet should submit an ’RCL’ at least 40 minutes before the ETA for the OCA entry point.
3.8.1.1.1 For Westbound aircraft routing via RATSU (61N 010W), see paragraph 3.8.3.
3.8.1.2 Aircraft unable to contact 'Shanwick Oceanic' on VHF should submit an ’RCL’ by voice on a NARTEL HF frequency (North Atlantic en-route HF RTF Network) at least 40 minutes before the ETA for the Oceanic Boundary and thereafter maintain a SELCAL watch for the ’RCL’ confirmation response message.
3.8.1.3 Aircraft Communication Addressing and Reporting System (ACARS) equipped aircraft may submit an ’RCL’ and receive their ’RCL’ confirmation response message via datalink, for entry points on the Shanwick eastern boundary (from LUSEN to PASAS), without the requirement to contact Shanwick on RTF. This system should not be used by aircraft within 30 minutes of the Shanwick boundary; instead, VHF or HF RTF should be used.
3.8.1.4 While in communication with Shanwick to submit an ’RCL’, aircraft must also maintain communication with the ATC authority for the airspace within which they are operating. Aircraft unable to contact Shanwick on VHF or on NARTEL HF should request the ATC authority for the airspace in which they are operating to relay their ’RCL’ to Shanwick.
3.8.1.5 Aircraft entering Shanwick directly from the Madrid FIR/UIR should operate the procedures in paragraphs 3.8.1.2 and 3.8.1.4 at least 40 minutes before the ETA for 45N.
3.8.1.6 ’RCL’s shall include:

  1. Callsign;

  2. OCA entry point and ETA;

  3. requested MACH number and flight level;

  4. any change to flight plan affecting OCA;

  5. the highest acceptable flight level which can be maintained at the OCA entry point.

Note: 'Entry Points' are the boundary position between Shanwick OCA and domestic airspace, ie for SOTA these are: RODEL, SOMAX, KOGAD, BEDRA, OMOKO, TAMEL or LASNO, for BOTA these are: ETIKI, UMLER, SEPAL, BUNAV or SIVIR and for NOTA these are: VENER, RESNO, ETARI, PIKIL, BILTO, SUNOT or AGORI.

Example of ’RCL’.
'Estimating SUNOT at One One Three One, Speed, Mach decimal eight zero, Flight Level three five zero, able Flight Level three six zero, second choice Track Charlie'.

If the ’RCL’ also includes a change to the original Flight Plan, affecting OCA:
'BAW 123; Estimating PIKIL at One One Four Seven, Speed, Mach decimal eight zero, Flight Level three four zero, Now Requesting Track Charlie, able Flight Level three six zero, second choice Track Delta'.

3.8.2  Aircraft Sending an ’RCL’ (Request for Clearance) before Departure
3.8.2.1 Flights whose elapse time from departure to the Shanwick OEP (Oceanic Entry Point) is 30 minutes or less should submit an ’RCL’ before departure on OCL, VHF, or HF. Only flights whose elapse time from departure to the Shanwick OEP is 30 minutes or less and who are unable to submit an ’RCL’ before departure on OCL, VHF, or HF shall request via 3.8.2.2.
3.8.2.2 Flights who are unable to submit an ’RCL’ before departure on OCL, VHF, or HF shall request by telephone to Shanwick on 01294- 655100. This may be done by the handling agent, operating company, or Aerodrome ATC (at the request of the pilot) or by the crew. Shanwick will issue the ’RCL’ confirmation response message, via AFTN, or telephone for relay to the crew.
3.8.2.2.1 If ’RCL’ submission is not required prior to departure, pilots are reminded that they should request clearance between 90 and 30 minutes prior to the Shanwick boundary. Aircraft entering Shanwick directly from the Madrid FIR/UIR are reminded that they should submit an ’RCL’ at least 40 minutes before the ETA for 45N, as outlined in paragraph 3.8.1.5.
3.8.2.3  General
3.8.2.3.1 An ’RCL’ should be submitted when an accurate boundary estimate can be calculated, and submitted between 30 and 90 minutes prior to the Oceanic boundary ETA. Submitting an ’RCL’ more than 90 minutes prior to the ETA may result in rejection of the ’RCL’.
3.8.2.3.2 The ’RCL’ must contain an accurate boundary ETA, based on the expected ETD. Pilots are responsible for informing Shanwick to request a reclearance, as soon as possible, if the Shanwick boundary ETA changes by 3 minutes or more.
3.8.2.4  OCL Equipped Aircraft Submitting an ’RCL’ Before Take-off
3.8.2.4.1 The free-text field of the ’RCL’ should include the phrase, ‘ETD <time><aerodrome name>’, eg ETD 1137 EGAA.
3.8.2.5  Voice Process
3.8.2.5.1 The following phraseology is to be used:

  1. ‘RCL’

  2. Flight Identification

  3. Oceanic Entry Point and ETA

  4. Requested Mach Number and Flight Level

  5. Any change to the flight plan affecting OCA

  6. ‘ETD’, Time, Aerodrome name - eg ETD 1137 EGPH.

3.8.2.6  Reclearances
3.8.2.6.1 Pilots should inform Shanwick as soon as possible, preferably before departure, if the Shanwick boundary ETA changes by 3 minutes or more or if a profile modification is required.
3.8.2.6.2 Pilots may input a second ’RCL’ by ACARS, VHF, HF or via the method as per 3.8.2.2 if they wish to amend their request.
3.8.2.6.3 Shanwick may send a message via OCL or domestic asking the flight to contact Shanwick by voice. Pilots must contact Shanwick as soon as possible after the receipt of that message.
3.8.3  Flights Routing via 6100N
3.8.3.1 All aircraft entering the Reykjavik OCA at or above FL 55 via 6100N at or East of 01000W from Scottish Domestic Airspace are required to submit an ’RCL’ to Reykjavik OAC, as detailed in AIP Iceland.

Note: Flights routing via RATSU (6100N 01000W) are not required to submit an ’RCL’ to Shanwick OAC. Therefore, aircraft intending to route via RATSU (6100N 01000W) must not contact Shanwick Clearance Delivery.

3.8.3.2 ATC Procedures via 6100N (above FL 55)
3.8.3.2.1 An amended procedure for traffic between Scottish AC (Prestwick), Reykjavik OAC and Shanwick OAC in the vicinity of 6100N 01000W simplifies the ATC procedures used and makes use of reduced separation standards. A system of preferred routings is established between the Scottish UIR and the Reykjavik OCA as detailed below.
3.8.3.3 Routings
3.8.3.3.1 Dependent on anticipated traffic demands over the North Atlantic Area, Reykjavik OAC may establish NAT Tracks through the following points along 61N:

RATSU;
MATIK;
NALAN;
OSBON;
PEMOS;
RIXUN;
SOSAR.

Note: The tracks will be published by Shanwick OAC on behalf of Reykjavik OAC using the normal NAT Track promulgation method.

3.8.4  Time Keeping Procedures
3.8.4.1 Prior to entry into Oceanic Airspace, the pilot shall synchronise the time reference system(s) to be used during the flight for the calculation of waypoint Actual Time of Arrival (ATA) and Estimated Time of Arrival (ETA) to an acceptable international time source. The pilot passing ATAs and ETAs to ATC is to ensure that they are based on a time reference system that has been properly synchronised.
3.8.4.2 Acceptable international time sources are:

  1. BBC (United Kingdom, Greenwich) — H24 on 12095 kHz; 0200 - 2315 on 9410 kHz; 0430 - 0030 on 15070 kHz; 0800 - 1600 on 17705 kHz, 17640 kHz, 9760 kHz, 9750 kHz. Time is UTC and given every minute. within specified periods.

  2. Global Positioning System, corrected to UTC.

  3. WWV (USA Fort Collins, Colorado) — H24 on 2500 kHz, 5000 kHz, 10000 kHz, 15000 kHz, 20000 kHz (AM/SSB). Time is UTC and given every minute.

  4. CHU (National Research Council (NRC), Canada) — H24 on 3330 kHz, 7335 kHz, 14670 kHz (SSB). Time is UTC and given every minute.

Note: Aircraft Communications Addressing and Reporting Systems (ACARS) are not suitable time sources due to the unknown delay involved between the time that the update message is generated and when it is received by the ACARS equipment on the aircraft.

3.9  Communications
3.9.1 Aircraft operating in the Shanwick OCA must be capable of maintaining direct two-way communication with the appropriate aeronautical radio stations. The carriage of NARTEL HF frequencies in the Shanwick OCA is mandatory. The appropriate frequencies and service areas are detailed in paragraph 3 9.12.
3.9.2 Flights planning to operate outside VHF coverage may request a waiver from the HF requirement, provided the flight has at least two other long-range communication systems appropriate for the route of flight and falls into one of the following categories:

  1. Air carriers with HF unserviceable wishing to return to base for repairs; or

  2. Ferry or delivery flights; or

  3. Special event flight.

Applications for HF Relief shall be made to the Shanwick Supervisor via email (shanwicksupervisors@nats.co.uk) giving a minimum 24 hours notice prior to entering the Shanwick OCA.

3.9.3 Pilots of aircraft equipped with VHF communications only, which are not eligible to request an HF Waiver as per 3.9.2, should plan their route outside the Shanwick OCA and ensure that they are within VHF coverage of appropriate ground stations throughout the flight. Theoretical coverage diagrams are shown at ENR 6-73 and ENR 6-74.
3.9.4 Aircraft subject to the NAT DLM must carry and operate FANS 1/A CPDLC equipment.

FANS 1/A CPDLC service is available throughout the Shanwick OCA.

3.9.5 Aircraft operating on T9 and T290, in addition to maintaining routine communications with Shanwick Radio on HF radio, are required to monitor VHF Channel 128.360 MHz which is reserved for intervention or emergency purposes only.

Upon first contact with Shanwick Radio the radio officer will:

  1. Assign a primary and secondary HF frequency;

  2. Designate the position and frequency to contact the next agency;

  3. Provide a SELCAL check;

  4. Assign Channel 128.360 MHz for monitoring.

Channel 128.360 MHz is continually monitored by both radio officers who use the callsign ‘Shanwick Radio’ and air traffic controllers who use the callsign ‘Shanwick Control’.

If immediate contact is required with the flight due to an emergency situation, or if a navigational non-conformance is identified, the Shanwick controller may contact the flight directly on Channel 128.360 MHz.

3.9.6 Continuous watch on emergency frequency 121.500 MHz.
3.9.6.1 The VHF emergency frequency of 121.500 MHz should be continuously guarded except for those periods when aircraft are carrying out communications on other channels, or when airborne equipment or cockpit duties do not permit the simultaneous guarding of multiple channels.
3.9.6.2 When contact has been established between aircraft on emergency frequency 121.500 MHz, subsequent communication should be conducted on another frequency mutually agreed between the aircraft concerned.
3.9.7 Pilots may use SATCOM voice for routine ATS communications in the Shanwick OCA.

Note: At this time Shanwick only supports Quick-Dial Service via the INMARSAT system, for normal communications.

3.9.7.1 A dedicated Quick-Dial satellite voice telephone number for Shanwick Radio has been programmed into the aeronautical Ground Earth Stations of the Inmarsat Signatories. The allocated airborne number for use via the aircraft satellite voice equipment is 425002.
3.9.7.2 SATCOM voice facilities are provided in addition to, but not as an alternative to, HF communications and pilots must adhere to all requirements pertaining to the carriage and use of HF radio. Pilots using this SATCOM number will continue to communicate with Shanwick OCA via Shanwick Radio and standard RTF phraseology should be used at all times.
3.9.7.3 A dedicated airborne number (423201) is provided for direct pilot/controller communication for use in emergency situations. GEN 3-6-5 refers. This dedicated Quick-Dial satellite voice telephone number has been programmed into the aeronautical Ground Earth Stations of the Inmarsat Signatories only and is not available through any other Satellite service provider.
3.9.7.4 SATCOM communications initiated due to HF propagation difficulties do not constitute an urgency situation and should be addressed to Shanwick Radio on 425002.
3.9.8 If an aircraft within the Shanwick OCA is unable to communicate direct with Shanwick Oceanic, the pilot-in-command must endeavour to pass position reports by one of the following methods:

  1. By relay through any other Oceanic Centre with which communication has been established;

  2. if no other means is available, by relay through another aircraft on frequency 121.500 MHz.

3.9.9 While operating in an HF air-ground communications environment, pilots shall maintain a listening watch on the assigned radio frequency. This will not be necessary, however, if the aircraft is SELCAL equipped and correct use is ensured. Correct SELCAL use shall comprise:

  1. The inclusion of the SELCAL code in the flight plan;

  2. the issue of a correction to the SELCAL code if subsequently altered due to change of aircraft or equipment; and

  3. an operational check of the SELCAL equipment with the appropriate radio station at or prior to initial entry into Oceanic Airspace. This SELCAL check must be completed prior to commencing SELCAL watch.

3.9.10 Communications within NOTA and SOTA are carried out with Shannon ACC using VHF. The appropriate frequencies and service areas are detailed in AIP Ireland.
3.9.11 Communications within BOTA are carried out with Brest ACC using VHF. The appropriate frequencies and service areas are detailed in AIP France.
3.9.12 Communications within the Shanwick OCA are as follows:

  1. HF Aeromobile operations in the North Atlantic Region (NAT) are available for use in groups known as 'Families' and will be assigned as appropriate on first contact;

  2. As a general guide, the following frequency allocation principles are used:

Frequency Family

Usage

NAT A

Assigned to aircraft flying routes with reporting coordinates between 43N and 47N.

NAT B and C

Assigned to aircraft flying routes with reporting coordinates between 47N and 64N. Primary assignment for aircraft flying central routes.

NAT D

Assigned to aircraft flying routes with reporting coordinates North of 62N.

NAT F

Assigned on a tactical basis and coordinated between Shanwick Radio and Gander Radio.

NAT H, I and J

Assigned on a tactical basis and coordinated between Shanwick Radio, adjoining NARTEL Radio Stations and Domestic Air Traffic Control agencies.

Service

Callsign/Ident

Freq

Hours of Service

Operating Authority and Remarks

1

2

3

4

5

  

SELCAL is available on all HF A/G frequencies.

    

Irish Aviation Authority.

A/G

Shanwick Radio

3016 kHz
5598 kHz
8906 kHz
13306 kHz

0100-0900, 1800-2200
H24
0900-2100
HO

Family A. To be used by all aircraft flying the Southern NAT Routes. Assigned to aircraft flying routes with reporting coordinates between 43N and 47N.

A/G

Shanwick Radio

2899 kHz
5616 kHz
8864 kHz
13291 kHz
17946 kHz

0000-0900, 1800-2400
H24
0900-2100
HO
HO

Family B. Assigned to aircraft flying routes with reporting coordinates between 47N and 64N.

A/G

Shanwick Radio

2872 kHz
5649 kHz
8879 kHz
11336 kHz
13306 kHz
17946 kHZ

0000-0900, 1800-2400
H24
0900-2100
HO
HO
HO

Family C. Assigned to aircraft flying routes with reporting coordinates between 47N and 64N.

A/G

Shanwick Radio

2971 kHz
4675 kHz
8891 kHz
11279 kHz
17946 kHz

0100-0800
0100-0800, 1100-1800
HO
HO
HO

Family D. Assigned to aircraft flying routes with reporting coordinates North of 62N.

A/G

Shanwick Radio

3476 kHz
6622 kHz
8831 kHz
13291 kHz
17946 kHz

0100-0800
1000-1800
1000-1800
HO
HO

Family F: Assigned on a tactical basis and coordinated between Shanwick Radio and Gander Radio.

A/G

Shanwick Radio

2965 kHz
3491 kHz
5583 kHz
6556 kHz
6667 kHz
10021 kHz
10036 kHz
11363 kHz

HO

Family H: Assigned on a tactical basis and coordinated between Shanwick Radio, adjoining NARTEL Radio Stations and Domestic ATC agencies.

A/G

Shanwick Radio

2860 kHz
2881 kHz
2890 kHz
3458 kHz
3473 kHz
3488 kHz
5484 kHz
5568 kHz
6550 kHz
6595 kHz
10066 kHz

HO

Family I: Used on a tactical basis and coordinated between Shanwick Radio, adjoining NARTEL Radio Stations and Domestic ATC agencies.

A/G

Shanwick Radio

2869 kHz
2944 kHz
2992 kHz
3446 kHz
3473 kHz
4651 kHz
4666 kHz
4684 kHz
5460 kHz
5481 kHz
5559 kHz
5577 kHz
6547 kHz
8843 kHz
8954 kHz
11276 kHz

HO

Family J: Used on a tactical basis and coordinated between Shanwick Radio, adjoining NARTEL Radio Stations and Domestic ATC agencies.

A/G

Shanwick Radio

2182 kHz
3023 kHz
5680 kHz

HO

Search and Rescue (SAR).
Operated as required.

Hours of service of individual frequencies, or groups of frequencies, may vary as HF propagation conditions or operational requirements demand.

A/G

Shanwick Radio

127.900 MHz
124.175 MHz

H24

To be used as far as practicable by aircraft when East of 020°W so as to reduce the loading on HF channels.
Traffic received on this freq is handled in exactly the same way as if received on HF.

A/G and ATCShanwick Radio or Shanwick Control128.360 MHzH24To enable direct controller pilot communications on routes T9 and T290. See ENR 2.2 paragraph 3.9.5.

A/G

Shanwick Oceanic

123.950 MHz

H24
(See note)

NATS Ltd. For use by aircraft registered in States West of 030°W for submitting an ’RCL’ direct to OAC.

Note: If communication cannot be established on designated Channel, pilot should communicate on the alternative frequencies.

A/G

Shanwick Oceanic

127.650 MHz

H24

For use by aircraft registered in States East of 030°W for submitting an ’RCL’ direct to OAC. For this purpose Australia is regarded as being East of 030°W.

Air-to-Air

—

123.450 MHz

H24

Air-to-Air inter-pilot frequency.

Service

Callsign/Ident

SATCOM number

Hours of Service

Operating Authority and Remarks

1

2

3

4

5

A/G

Shanwick Radio

425002

H24

Irish Aviation Authority
Available for routine ATS messages via Shanwick Radio.

ATC

Shanwick Oceanic

423201

H24

NATS Ltd.
Available for direct pilot/controller communications in emergency situations only

3.10  Air Ground Messages

Annex 2, Regional Supplementary Procedures DOC 7030 and PANS Doc 4444 ATM/501.

3.10.1 Standard Air/Ground message types and formats are used within the NAT Region. To enable the ground stations to process messages in the shortest possible time, pilots should observe the following rules:

  1. Use the correct type of message applicable to the data transmitted;

  2. state the message type on the contact call to the ground station or at the start of the message;

  3. adhere strictly to the sequence of information for the type of message;

  4. all times in each of the messages should be expressed in hours and minutes.

3.10.2 Position
Content and data sequence to be used for routine position reports:

  1. 'Position';

  2. flight Identification;

  3. present position;

  4. time over present position (hours and minutes);

  5. present Flight Level;

  6. next position on assigned route;

  7. estimated time for position (hours and minutes);

  8. next subsequent position;

  9. any further information eg MET data or Company Message.

Example: 'Position, LUFTHANSA420, SUNOT (57N 015W), 1235, FL 330, Est 56N 020W, 1310, Next 56N 030W'

3.10.3 Request Clearance
3.10.3.1 Content and data sequence to be used, in conjunction with a routine position report, to request a change of MACH number, Flight Level or route:

  1. 'Request Clearance';

  2. flight Identification;

  3. present or last reported position;

  4. time over present or last reported position (hours and minutes);

  5. present Flight Level;

  6. next position on assigned route or Oceanic Entry point;

  7. estimate for next position or Oceanic Entry point;

  8. next subsequent position;

  9. requested MACH Number, Flight Level or route;

  10. further information or clarifying remarks.

Example: 'Request clearance TRANSWORLD 801, 56N 020W, 1245, FL 330, Est 56N 030W, 1320, Next 56N 040W. Request FL 350'.

3.10.3.2 When a change of MACH number, Flight Level or route is requested and a position report message is not appropriate, the content and data sequence may be limited to:

  1. 'Request Clearance';

  2. flight Identification;

  3. requested MACH number, Flight Level or route;

  4. further information or clarifying remarks.

Example: 'Request Clearance SPEEDBIRD 212, Request FL 370'.

3.10.4 Revised Estimate
3.10.4.1 Content and data sequence to be used to up date estimate for next position:

  1. 'Revised Estimate';

  2. flight identification;

  3. next position on route;

  4. revised estimate for next position (hours and minutes);

  5. further information.

Example: 'Revised Estimate SPEEDBIRD 212, 57N 040W, 0325'.

3.10.5 Miscellaneous
3.10.5.1 Content and data sequence to be used to pass information or make a request in plain language that does not conform with the content of other message formats. No message designator is required as this will be inserted by the ground station:
(a) Flight identification;
(b) general information or request in plain language and format free.
3.10.6 Time and Place of Position Reports
3.10.6.1 Position reports shall be made at the significant points of the current flight plan track.
3.10.6.2 Shanwick may require flights operating in an east-west direction to make additional position reports at any intermediate meridians spaced at intervals of 10 degrees of longitude between 005W and 030W.
3.10.6.3 Shanwick may require flights operating in a north-south direction to make position reports at any intermediate parallel of latitude.
3.10.6.4 In requiring aircraft to report their position at intermediate intervals, Shanwick will be guided by the requirement to have position information at approximately hourly intervals and also by the need to cater for varying types of aircraft and for varying traffic and meteorological conditions.
3.10.7 Contents of Position Report
3.10.7.1 Position information shall be based on the best obtainable navigation fix. The time of fixing aircraft position shall be arranged to provide the most accurate position information and estimates possible.
3.10.7.2 'Position' shall be expressed by the latitude and longitude of the point at which the fixed reporting line is crossed. For flights whose tracks are predominantly east or west, latitude shall be expressed in degrees and minutes, longitude in degrees only. For flights whose tracks are predominantly north or south, latitude shall be expressed in degrees only, longitude in degrees and minutes. Aircraft operating in the Organized Track System for supersonic aircraft operations may report their position by reference to the track code with the longitude of the reporting point.
3.10.7.3 'Next position' shall normally be expressed as the significant point at which the aircraft is next required to report its position.
3.10.7.4 Unless providing position reports via ADS-C, if the estimated time for the next position as last reported to ATC has changed by three minutes or more, a revised estimate shall be transmitted to the ATC units concerned, as soon as possible.
3.10.7.5 The name or co-ordinates of the significant point following the 'next position' shall be given when making a position report.
3.10.8 Addressing Position Reports
3.10.8.1 Position reports, made to Shanwick by flights operating in the Shanwick OCA at a distance of 60 NM or less from the common Boundary with an adjacent OCA (including aircraft operating on tracks through successive points on the Boundary) should also be addressed to the controlling authority of the adjacent OCA.
3.11  Special Procedures for In-flight Contingencies

PANS Doc 4444

3.11.1 Although all possible contingencies cannot be covered, the procedures in 3.11.2, 3.11.3 and 3.11.4 provide the more frequent cases such as:

  1. inability to comply with assigned clearance due to meteorological conditions (3.11.4 refers);

  2. en-route diversion across the prevailing traffic flow (for example, due to medical emergencies (3.11.2 and 3.11.3 refer)); and

  3. loss of, or significant reduction in, the required navigation capability when operating in airspace where the navigation performance accuracy is a prerequisite to the safe conduct of flight operations, or pressurisation failure (3.11.2 and 3.11.3 refer).

Note: Guidance on procedures to follow when an aircraft experiences a degradation in navigation capabilities can be found in PANS-ATM, Chapter 5, section 5.2.2.

3.11.1.1 The pilot shall take action as necessary to ensure the safety of the aircraft, and the pilot’s judgement shall determine the sequence of actions to be taken, having regard to the prevailing circumstances. Air traffic control shall render all possible assistance.
3.11.2  General Procedures

Note: Figure 3-1 provides an aid for understanding and applying the contingency procedures contained in paragraphs 3.11.2 and 3.11.3.

3.11.2.1 If an aircraft is unable to continue flight in accordance with its ATC clearance, a revised clearance shall be obtained, whenever possible, prior to initiating any action.
3.11.2.2 If prior clearance cannot be obtained, the following contingency procedures should be employed until a revised clearance is received, the pilot shall:

  1. leave the assigned route or track by initially turning at least 30 degrees to the right or to the left in order to intercept and maintain a parallel, direction track or route offset 9.3 KM (5.0 NM). The direction of the turn should be based on one or more of the following:

    1. aircraft position relative to any organised track or route system;

    2. the direction of flights and flight levels allocated on adjacent tracks;

    3. the direction of an alternate airport;

    4. any strategic lateral offset being flown; and

    5. terrain clearance;

  2. the aircraft should be flown at a flight level and an offset track where other aircraft are less likely to be encountered;

  3. maintain a watch for conflicting traffic both visually and by reference to ACAS (if equipped) leaving ACAS in RA mode at all times, unless aircraft operating limitations dictate otherwise;

  4. turn on all aircraft exterior lights (commensurate with appropriate operating limitations);

  5. keep the SSR transponder on at all times and, when able squawk 7700, as appropriate;

  6. as soon as practicable, the pilot shall advise air traffic control of any deviation from assigned clearance;

  7. use whatever means is appropriate (i.e. voice and/or CPDLC) to communicate during contingency or emergency;

  8. if voice communication is used, the radiotelephony distress signal (MAYDAY) or emergency signal (PAN PAN), preferably spoken three times, shall be used as appropriate;

  9. when emergency situations are communicated via CPDLC, the controller may respond via CPDLC. However, the controller may also attempt to make voice communication contact with the aircraft;

    Note: Additional guidance on emergency procedures for controllers, radio operators and flight crew in data link operations can be found in the Global Operational Data Link (GOLD) Manual (Doc 10037).

  10. establish communications with and alert nearby aircraft by broadcasting, at suitable intervals on 121.500 MHz (or, as a backup, on the inter-pilot air-to-air frequency 123.450 MHz) and where appropriate on the frequency in use: aircraft identification, the nature of the distress condition, intention of the person in command, position (including the ATS route designator or the track code, as appropriate) and flight level; and

  11. the controller should attempt to determine the nature of the emergency and ascertain any assistance that may be required. Subsequent ATC action with respect to that aircraft shall be based on the intentions of the pilot and overall traffic situation.

3.11.3  Actions to be Taken Once Offset From Track
3.11.3.1  If possible, maintain the assigned flight level until established on the 9.3 KM (5.0 NM) parallel, same direction track or route offset. If unable, initially minimize the rate of descent to the extent that is operationally feasible.
3.11.3.2  Once established on a parallel, same direction track or route offset by 9.3 KM (5.0 NM), either:

  1. descend below FL 290, and establish a 150 M (500 FT) vertical offset from those flight levels normally used, and proceed as required by the operational situation or if an ATC clearance has been obtained, proceed in accordance with the clearance; or

    Note: Descent below FL 290 is considered particularly applicable to operations where there is a predominant traffic flow (e.g. east-west) or parallel track system where the aircraft’s diversion path will likely cross adjacent tracks or routes. A descent below FL 290 can decrease the likelihood of conflict with other aircraft, ACAS RA events and delays in obtaining a revised ATC clearance.

  2. establish a 150 M (500 FT) vertical offset (or 300 M (1000 FT) vertical offset if above FL 410) from those flight levels normally used, and proceed as required by the operational situation, or if an ATC clearance has been obtained, proceed in accordance with the clearance.

    Note: Altimetry System Error may lead to less than actual 500 FT vertical separation when the above procedure is applied. In addition, with the 500 FT vertical offset applied, ACAS RAs may occur.

Figure 3-1. Visual aid for understanding and applying the contingency procedures guidance


3.11.4  Weather Deviation Procedures
3.11.4.1  General

Note: The following procedures are intended for deviation around adverse meteorological conditions.

3.11.4.1.1  When weather deviation is required, the pilot should initiate communications with ATC via voice or CPDLC. A rapid response may be obtained by either:

  1. stating “WEATHER DEVIATION REQUIRED” to indicate that priority is desired on the frequency and for ATC response; or

  2. requesting a weather deviation using a CPDLC lateral downlink message.

3.11.4.1.2  When necessary, the pilot should initiate the communications using the urgency call “PAN PAN” (preferably spoken three times) or by using a CPDLC urgency downlink message.
3.11.4.1.3  The pilot shall inform ATC when weather deviation is no longer required, or when a weather deviation has been completed and the aircraft has returned to its cleared route.
3.11.4.2   ACTIONS TO BE TAKEN WHEN CONTROLLER-PILOT COMMUNICATIONS ARE ESTABLISHED
3.11.4.2.1  The pilot should notify ATC and request clearance to deviate from track or route, advising, when possible, the extent of the deviation requested. The flight crew will use whatever means is appropriate (i.e. voice and/or CPDLC) to communicate during a weather deviation.

Note: Pilots are advised to contact ATC as soon as possible with requests for clearance in order to provide time for the request to be assessed and acted upon.

3.11.4.2.2  ATC should take one of the following actions:

  1. When appropriate separation can be applied, issue clearance to deviate from track; or

  2. If there is conflicting traffic and ATC is unable to establish appropriate separation. ATC shall;

    1. Advise the pilot of inability to issue clearance for the requested deviation;

    2. Advise the pilot of conflicting traffic; and

    3. Request the pilot’s intentions.

3.11.4.2.3  The pilot should take the following actions:

  1. comply with the ATC clearance issue; or

  2. advise ATC of intentions and execute the procedures detailed in 3.11.4.3.

3.11.4.3  ACTIONS TO BE TAKEN IF A REVISED ATC CLEARANCE CANNOT BE OBTAINED

Note: The provisions of this section apply to situations where a pilot needs to exercise the authority of a pilot-in-command under the provisions of Annex 2, 2.3.1.

3.11.4.3.1 If the aircraft is required to deviate from track or route to avoid adverse meteorological conditions and prior clearance cannot be obtained, an ATC clearance shall be obtained at the earliest possible time. Until an ATC clearance is received, the pilot shall take the following actions:

  1. if possible, deviate away from an organized track or route system;

  2. establish communications with and alert nearby aircraft by broadcasting, at suitable intervals: aircraft identification, flight level, position (including ATS route designator or the track code) and intentions, on the frequency in use and on 121.500 MHz (or, as a backup, on the inter-pilot air-to-air frequency 123.450 MHz);

  3. watch for conflicting traffic both visually and by reference to ACAS (if equipped);

  4. turn on all aircraft exterior lights (commensurate with appropriate operating limitations);

  5. for deviations of less than 9.3 KM (5.0 NM) from the originally cleared track or route remain at a level assigned by ATC;

  6. for deviations greater than or equal to 9.3 KM (5.0 NM) from the originally cleared track or route, when the aircraft is approximately 9.3 KM (5.0 NM) from track, initiate a level change in accordance with Table 3-1;

  7. if the pilot receives clearance to deviate from cleared track or route for a specified distance and, subsequently, requests, but cannot obtain a clearance to deviate beyond that distance, the pilot should apply an altitude offset in accordance with Table 3-1 before deviating beyond the cleared distance.

  8. when returning to track or route, be at its assigned flight level when the aircraft is within approximately 9.3 KM (5.0 NM) of the centre line; and

  9. if contact was not established prior to deviating, continue to attempt to contact ATC to obtain a clearance. If contact was established, continue to keep ATC advised of intentions and obtain essential traffic information.

    Note: If, as a result of actions taken under the provisions of 3.11.4.3.1, the pilot determines that there is another aircraft at or near the same flight level with which a conflict may occur, then the pilot is expected to adjust the path of the aircraft, as necessary, to avoid conflict.

Table 3-1

Originally cleared track or
route centre-line

Deviations
> 9.3 KM (5.0 NM)

Level Changed

EAST
(000° - 179° magnetic)

LEFT

DESCEND 90 M (300 FT)

RIGHTCLIMB 90 M (300 FT)

WEST
(180° - 359° magnetic)

LEFT

CLIMB 90 M (300 FT)

RIGHTDESCEND 90 M (300 FT)
3.11.5  Extended Range Operations by Aeroplanes with Two Turbine Power Units (ETOPS)
3.11.5.1  If the contingency procedures are employed by a twin-engine aircraft as a result of an engine shutdown or failure of an ETOPS critical system, the pilot should advise ATC as soon as practicable of the situation, reminding ATC of the type of aircraft involved, and request expeditious handling.
3.12  Procedure for Strategic Lateral Offsets in NAT Airspace

Note 1: The following incorporates lateral offset procedures for both the mitigation of the increasing lateral overlap probability due to increased navigation accuracy and wake turbulence encounters.

Note 2: The use of highly accurate navigation systems (such as the global navigation satellite system (GNSS)) by an increasing proportion of the aircraft population has had the effect of reducing the magnitude of lateral deviations from the route centre-line and, consequently, increasing the probability of a collision should a loss of vertical separation between aircraft on the same route occur.

3.12.1 It has been determined that allowing aircraft conducting oceanic flight to fly lateral offsets, not to exceed 3.7 KM (2 NM) right of centre-line relative to the direction of flight in tenths of a nautical mile, will provide an additional safety margin and mitigate the risk of conflict when non-normal events such as aircraft navigation errors, altitude deviation errors and turbulence-induced altitude-keeping errors occur. Distributing aircraft laterally across the available positions adds an additional safety margin and reduces collision risk. PANS-ATM, Doc 4444 SLOP is now a standard operating procedure for the entire NAT Region and pilots are encouraged to adopt this procedure as appropriate. These procedures are known as “Strategic Lateral Offset Procedures (SLOP).”
3.12.2 This procedure provides for offsets within the following guidelines. The following provisions apply:

  1. Aircraft without automatic offset programming capability must fly the centre-line;

  2. Though the majority of flights are able to perform offsets either 1 or 2 NM (whole nautical miles), flights able to perform SLOP procedure in tenths of a nautical mile should use that capability as it contributes to risk reductions;

  3. It is recommended that pilots of aircraft capable of programming automatic offsets should randomly select flying centre-line or an offset. In order to obtain lateral spacing from nearby aircraft (i.e. those immediately above and/or below), pilots should use whatever means available (e.g. ACAS/TCAS, communications, visual acquisition, GPWS) to determine the best flight path to fly;

  4. An aircraft overtaking another aircraft should offset within the confines of this procedure, if capable, so as to create the least amount of wake turbulence for the aircraft being overtaken;

  5. The avoidance of wake turbulence (even in the OTS) can be accomplished effectively within the confines of the SLOP procedure, as specified above. Pilots may contact other aircraft on frequency 123.450 MHz, as necessary, to co-ordinate the best wake turbulence offset option;

    Note: It is recognised that pilots will use their judgement to determine the action most appropriate to any given situation and have the final authority and responsibility for the safe operations of the aircraft.

  6. Pilots may apply an offset outbound at the oceanic entry point and must return to centre-line at the oceanic exit point;

  7. There is no ATC clearance required for this procedure and it is not necessary that ATC be advised;

  8. Voice Position Reports should be based on the waypoints of the current ATC clearance and not on the offset positions;

  9. Pilots should not offset to the left of centre-line nor offset more than 2 NM right of centre-line.

3.13  Adherence to ATC Approved Routes

Annex 2.

3.13.1 If an aircraft has inadvertently deviated from the route specified in the ATC clearance, it shall forthwith take action to regain such route within 100 NM from the position at which the deviation was observed.
3.14  Flight Information Service

PANS Doc 4444 ATM/501.

3.14.1 SIGMET Information
3.14.1.1 SIGMET information shall be transmitted to aircraft by VOLMET broadcast, by a general call to a group of aircraft, or by directed transmissions to individual aircraft, as determined by the appropriate area control centre according to circumstances, bearing in mind the need to ensure timely receipt of the information by the aircraft and to keep the load of the HF en-route communication channels to a minimum.
3.14.1.2 SIGMET information passed to aircraft shall cover a portion of the route up to two hours flying time ahead of the aircraft.
3.15  Air Traffic Services Messages

Regional Supplementary Procedures DOC 7030. PANS Doc 4444 ATM/501.

3.15.1 Filed flight plan messages for flights intending to operate within the Shanwick OCA, at a distance of 60 NM or less from the northern or southern boundaries of the Shanwick OCA, shall also be addressed to the controlling authority for the adjacent OCA.
3.16  Secondary Surveillance Radar (SSR)

Regional Supplementary Procedures DOC 7030.

3.16.1 Operation of transponders
3.16.1.1 Unless otherwise directed by ATC, aircraft equipped with SSR transponders in the NAT region shall operate transponders continuously on Mode A Code 2000 regardless of the direction of flight, except that the last assigned code shall normally be retained for a maximum period of 10 minutes after entry into NAT airspace.
3.16.1.2 For all SSR equipped aircraft with a routeing sequence Reykjavik-Shanwick- Scottish (BIRD-EGGX-EGPX) the last assigned code shall be changed to Mode A 2000 on transfer from Reykjavik and no later than ten minutes after entering Shanwick airspace.

Note: This procedure does not affect the use of Special Purpose Codes 7500, 7600 and 7700 in cases of unlawful interference, radio failure or emergency.

3.16.2 Aircraft intending to fly in the SOTA are expected to be equipped with an SSR transponder capable of responding to Mode A interrogations with 4096 codes and Mode C interrogations with Automatic Pressure Altitude Reporting. Aircraft SSR codes will be allocated by Shannon ACC.
3.16.2.1 Exemptions from the SOTA SSR requirements for specific flights may be obtained from the Shannon ACC Supervisor before departure.
3.17  Action in the event of Air-Ground Communication Failure
3.17.1 The following procedures are intended to provide general guidance for North Atlantic (NAT) aircraft experiencing a communications failure. These procedures are intended to complement and not supersede State procedures/regulations. It is not possible to provide guidance for all situations associated with a communications failure.
3.17.2 General
3.17.2.1 If so equipped, the pilot of an aircraft experiencing a two way communications failure shall operate the secondary radar transponder on identity Mode A Code 7600 and Mode C.
3.17.2.2 The pilot shall also attempt to contact any ATC facility or another aircraft and inform them of the difficulty and request they relay information to the ATC facility with whom communications are intended.
3.17.3 Communications failure prior to entering NAT oceanic airspace.
3.17.3.1 Due to the potential length of time in oceanic airspace, it is strongly recommended that a pilot experiencing communications failure whilst still in European domestic airspace does not enter the Shanwick Oceanic Control Area but adopts the procedure as specified at ENR 1.1 sub-section 3. However, if the pilot elects to continue, then to allow the ATC organisation to provide adequate separation, adopt either the procedure at paragraphs 3.17.3.2 or 3.17.3.4.
3.17.3.2 If loss of communications is encountered before entering the NAT the pilot should:

  1. follow the radio communication procedures of the airspace in which the aircraft is operating;

  2. if the pilot elects to continue the flight, then enter oceanic airspace at the oceanic entry point at the level and speed resulting from the execution of the adjacent airspace radio communications failure (RCF) procedures then;

  3. follow the procedures in 3.17.4.1 below.

3.17.3.3 If the pilot elects to operate without a received and acknowledged oceanic clearance, the pilot shall enter oceanic airspace at the first oceanic entry point level and speed as contained in the filed flight plan and proceed via the filed flight plan route to landfall. That first oceanic level and speed shall be maintained to landfall.
3.17.4 Communications failure after entry to NAT oceanic airspace.
3.17.4.1 If loss of communications is encountered after entering the NAT then:

  1. The pilot shall maintain the currently cleared route, flight level and speed until reaching the Oceanic Exit Point.

  2. No route, flight level or speed change shall be made before the Oceanic Exit Point unless a change is deemed necessary by the pilot in command to ensure the safety of the aircraft.

  3. When being vectored or having been directed by ATC to proceed offset using RNAV without a specified limit, proceed in the most direct manner possible to re-join the current flight plan route no later than the next significant point, taking into consideration the applicable minimum flight altitude.

3.17.5  Emergency Satellite Voice Calls from Aircraft (See GEN 3.6, paragraph 6.4).
3.18  Minimum Aircraft System Performance Specification (MASPS)
3.18.1  Application of Minimum Navigation Performance Specification (MNPS) in Shanwick OCA
3.18.1.1 MNPS applies in that part of the Shanwick Oceanic Control Area from FL 285 to FL 420 inclusive. Aircraft using the NAT High Level Airspace (NAT HLA) shown at ENR 6-62 are required to have a navigation performance capability such that:

  1. Pre-PBN navigation:

    1. The standard deviation of lateral track errors shall be less than 6.3 NM;

    2. the proportion of total flight time spent by aircraft 30 NM or more off the cleared track shall be less than 5.3 x 10-4;

    3. the proportion of the total flight time spent by aircraft between 50 and 70 NM off the cleared track shall be less than 13 x 10-5.

    These mathematical standards can be approximated operationally as follows:

    1. Aircraft must be operated so that lateral deviations from track remain less than 12.6 NM for at least 95 per cent of the time the system is required for navigation;

    2. the navigation system must demonstrate a continuing capability to keep lateral deviations from cleared track in excess of 30 NM to less than 53 per 100 000 flight hours in the system; and

    3. keep lateral deviations between 50 and 70 NM from cleared track to less than 13 per 100 000 flight hours in the system.

  2. Area Navigation (RNAV) Specifications:

    1. RNAV 10 (RNP 10) specification shall be applicable to navigation systems used to support a minimum lateral separation of 60 NM between aircraft that the requirements to operate in the NAT HLA provided that a portion of the route of the aircraft is within, above or below NAT HLA. In addition RNAV 10 can support a minimum lateral separation of 50 NM between aircraft operating in the New York Oceanic East FIR.

  3. Required Navigation Performance (RNP) Specifications:

    1. RNP 4 specification shall be applicable to navigation systems used to support minimum lateral separations as in (b) above and is required to support minimum lateral separations of 30 NM between aircraft operating within the control area of the New York Oceanic East FIR.

Note 1: Aircraft that have been NAT MNPS approved by the State of Registry or the State of the Operator prior to 1 January 2015 shall be permitted to operate in NAT HLA until 30 January 2020. As of 1 January 2015 new NAT MNPS approvals shall not be granted.

Note 2: RNAV 10 (RNP 10) and RNP 4 approved aircraft require a NAT HLA MNPS approval to demonstrate compliance with the MNPS established for the NAT HLA.

Note 3: Except for the navigational portion the requirements for a NAT HLA MNPS approval are equivalent to the 3 requirements that were associated with granting NAT MNPS approvals.

3.18.1.2 These mathematical standards can be approximated operationally as follows:

  1. Aircraft must be operated so that lateral deviations from track remain less than 12.6 NM for at least 95 per cent of the time the system is required for navigation;

  2. the navigation system must demonstrate a continuing capability to keep lateral deviations from cleared track in excess of 30 NM to less than 53 per 100 000 flight hours in the system; and

  3. keep lateral deviations between 50 and 70 NM from cleared track, to less than 13 per 100 000 flight hours in the system.

3.18.1.3 In order to ensure that the required navigation standards are being observed within the NAT HLA, a continuous monitoring of the navigation accuracy of aircraft in this airspace takes place using land based radars in Canada, Ireland, France, Iceland and the UK. Where large navigation errors are observed the pilot of the aircraft concerned will be notified by the ATC Unit observing the error. The subsequent investigation to determine the cause of the error will involve the ATC Unit, the operator, and the State of Registry.
3.18.1.4 Lateral separation minima for aircraft operating in the NAT HLA are set out in the Regional Supplementary Procedures, NAT Region (ICAO Doc 7030/5). It is implicit in the concept of MNPS and essential to the application of these quoted separation minima, that all operations in the NAT HLA – be they Public Transport or General Aviation – achieve the highest standards of navigation performance accuracy. Thus all flights within the NAT HLA must have the specific approval of either the State of Registry of the aircraft or the State of Registry of the operator for such operations. UK registered aircraft are approved by the UK CAA in accordance with the Air Navigation Order. Such approvals will encompass all aspects of the expected navigation performance accuracy of the aircraft, navigation equipment carried, installation and maintenance procedures and crew navigation procedures and training.
3.18.1.5 The inherent obligations placed upon crews and operators of UK registered aircraft by the NAT HLA requirements can be summarized as follows:

  1. The flight MUST have prior approval for operations in NAT HLA;

  2. the approved aircraft minimum navigation installation MUST be serviceable and MUST have been checked for accuracy prior to entry into NAT HLA;

  3. whilst in NAT HLA the approved operating procedures MUST be adhered to. Except in emergency, diversions from the ATC cleared track MUST NOT be made without prior approval of the controlling ATC Unit;

  4. if subsequent unserviceability reduces the navigational capability below the required minimum for MNPS operations after entry into NAT HLA then the controlling ATC Unit MUST be advised so as to allow for any adjustments of separation from adjacent aircraft;

  5. there MUST be a high standard of supervision, monitoring and cross checking of data inserted into automatic navigation system to prevent large errors arising from erroneous waypoint entries;

  6. there MUST be a high standard of co-ordination with ATC Units to ensure that misunderstandings over the route to be flown do not occur.

3.18.1.5.1 Westbound flights submitting an ’RCL’ to Shanwick to enter North Atlantic High Level Airspace (NAT HLA) may be invited to confirm that they have been approved for operating within NAT HLA by their State of Registry or their State of Operator.
3.18.1.5.2 The submission of a Flight Plan alone does NOT constitute NAT HLA operating approval. Pilots/operators unable to provide such confirmation will not be permitted to fly in NAT HLA airspace but will be required to operate outside HLA (below FL 285 or above FL 420). Details of the flight will be passed to the NAT Central Monitoring Agency (CMA) for follow-up action by the relevant State Aviation Authority.
3.18.1.6  Navigation Equipment for Unrestricted NAT HLA Operations.
3.18.1.6.1 In order to justify consideration for State approval for future unrestricted operation in the NAT HLA an aircraft will be required to be equipped as follows:

  1. Two fully serviceable Long Range Navigation Systems (LRNS).
    A LRNS may be one of the following:

    1. One Inertial Navigation System (INS);

    2. one Global Navigation Satellite System (GNSS); or

    3. one navigation system using the inputs from one or more Inertial Reference System (IRS) or any other sensor system complying with the NAT HLA requirement.

  2. each LRNS must be capable of providing to the flight crew with a continuous indication of the aircraft position relative to desired track.

  3. it is highly desirable that the navigation system employed for the provision of steering guidance is capable of being coupled to the auto-pilot.

    Note 1: currently the only GPS system fully operational and for which approval material is available is GPS.

    Note 2: A GPS installation must be approved as follows:
    If the two required LRNSs are both GPS they must be approved in accordance with the current version of FAA Advisory Circular AC-20—138D Appendix 1. AC-20-138 requires that GPS systems used in Oceanic airspace must have a FDE function. States other than the USA may set their own standards for operational approval of GPS to provide Primary Means of Navigation in Oceanic and remote areas but in all cases these approvals will include the requirement to carry out Pre-Departure Satellite Navigation Prediction Programmes. If, however, GPS serves as only one of the two required LRNSs then it must be approved in accordance with FAA TSO-C129 or later standard as Class A1, A2, B1, B2, C1 or C2 or with equivalent European Aviation Safety Agency (EASA) documentation ETSO-C129a. In this instance individual States vary in their insistence upon the need for the conduct of pre-departure satellite navigation prediction programmes (viz. FDE/RAIM).

    Note 3: Currently equivalent approval material for GLONASS is not under development but it will need to be available prior to approval of any GLONASS equipped aircraft for NAT HLA operations.

3.18.1.7  Provisions for Partial Loss of the full MNPS Navigational Capability
3.18.1.7.1 In the event of an aircraft having State approval for un-restricted operation in NAT HLA suffering partial loss of navigation capability (only one long range navigation system serviceable) prior to entry into Oceanic Airspace, the pilot should either avoid NAT HLA or consider using the following routes:

Via

Route Options

A

RIVOT/FORTY/STN/BAMRA/SUM

ATSIX - 61N 01234W - ALDAN - KFV (HF Required)

RATSU - ALDAN - KFV

B

ERNAN/NEVRI/REMSI/TLA/GOW

GOMUP - 60N 015W - 61N 01630W - BREKI - KFV (HF Required)

C

KFV

SOPEN - DA - SF - YFB (HF Required)

D

KFV

EPENI - 63N 030W - 61N 040W - OZN

E

OZN

59N 050W - AVUTI - PRAWN - YDP

F

OZN

59N 050W - CUDDY - PORGY - HO

G

OZN

58N 050W - HOIST - YYR

3.18.1.7.2 These routes are subject to the following conditions:

  1. Sufficient navigation capability remains to meet the MNPS and the requirements in Annex 6, Part I, Chapter 7 (paragraph 7.2 and paragraph 7.3) can be met by relying on the use of short-range navigation aids;

  2. a revised flight plan is filed with the appropriate ATS Units; and

  3. an appropriate ATC clearance is obtained.

Note 1: A revised oceanic ATC clearance will be issued after co-ordination between all the OAC's concerned.

Note 2: Should the Organized Track System at the time of the incident extend to the Northern part of the NAT Region, the aircraft concerned may be required to accept a lower than optimum flight level in its revised oceanic clearance, especially during peak traffic periods.

Note 3: The above guidance material in no way relieves the pilot from the obligation to take the best possible course of action in the light of prevailing circumstances.

3.18.1.8 Special Routes for Aircraft fitted with a Single LRNS
3.18.1.8.1 Aircraft, having State approval for operating in NAT HLA, which are equipped with normal short-range navigation equipment (VOR/DME, ADF) and at least one fully operational Long Range Navigation System (see paragraph 3.18.1.6.1) are considered capable of meeting the MNPS while operating along the following routes:

Note: Routes A to G below, known as 'Blue Spruce' routes, have continuous VHF coverage at FL 300 and above except where stated.

Via

Route Options

A

RIVOT/FORTY/STN/BAMRA/SUM

ATSIX - 61N 01234W - ALDAN - KFV (HF Required)

RATSU - ALDAN - KFV

B

ERNAN/NEVRI/REMSI/TLA/GOW

GOMUP - 60N 015W - 61N 01630W - BREKI - KFV (HF Required)

C

KFV

SOPEN - DA - SF - YFB (HF Required)

D

KFV

EPENI - 63N 030W - 61N 040W - OZN

E

OZN

59N 050W - AVUTI - PRAWN - YDP

F

OZN

59N 050W - CUDDY - PORGY

G

OZN

58N 050W - HOIST - YYR

H

T9

LASNO - BEGAS (VHF, HF and ADS-B required)

JT290ADVAT - GELPO (VHF, HF and ADS-B required)
3.18.1.9 Special Routes for Aircraft Fitted with Short-Range Navigation Equipment Operating Between Iceland and Other Parts of Europe
3.18.1.9.1 Aircraft having State approval for operating in NAT HLA provided with normal short-range navigation equipment (VOR/DME, ADF) operating on the routes below and within NAT HLA are considered capable of meeting the MNPS:

  1. VALDI - MY - ING - KFV (G3);

  2. PEMOS - MY (G11).

3.18.2  Application of Reduced Vertical Separation Minima (RVSM) in Shanwick OCA
3.18.2.1 RVSM applies in the MNPS Area of the Shanwick Oceanic Control Area from FL 290 to FL 410 inclusive. Aircraft using this area are required to have a height keeping performance capability as defined in the appropriate ICAO Documents/JAA Temporary Guidance Leaflet.
3.18.2.2 In order to ensure that the overall standard of required height keeping is being achieved within RVSM airspace a technical height keeping monitoring program has been established in accordance with ICAO guidance.
3.18.2.3 In order to ensure that the required altimetry standards are being observed within RVSM airspace, a technical height keeping monitoring programme has been initiated.
3.18.2.3.1 For the task of monitoring technical height keeping accuracy, a hybrid system comprising of a Height Monitoring Unit (HMU) and GPS Monitoring Systems (GMS) is employed. The HMU element consists of an unmanned ground-based HMU near Strumble (United Kingdom).
3.18.2.3.2 The GMS consists of air portable Global Positioning System Monitoring Units (GMUs), GPS reference stations, access to Mode C and MET information, post-flight processing facilities and logistic support.
3.18.2.4 It is implicit in the concept of RVSM airspace and essential to the application of this quoted vertical separation minimum, that all operations in the NAT High Level Airspace/RVSM airspace - be they Public Transport or General Aviation - achieve the highest standards of navigation performance accuracy. Thus all flights within the NAT High Level Airspace must have the specific approval of either the State of Registry of the aircraft, or the State of Registry of the Operator, for such operations. UK Registered aircraft are approved by the UK CAA in accordance with the Air Navigation Order. Such approvals will encompass all aspects of the expected height keeping performance accuracy of the aircraft; altitude measuring equipment carried; installation and maintenance procedures and crew navigation procedures and training.
3.18.2.4.1 The inherent obligations placed upon crews and operators of UK registered aircraft by the NAT RVSM airspace requirements can be summarized as follows:

  1. The flight MUST have prior approval for operations in NAT RVSM airspace;

  2. the approved aircraft minimum altitude measuring installation MUST be serviceable and MUST have been checked for accuracy prior to entry into RVSM airspace;

  3. whilst in RVSM airspace the approved operating procedures MUST be adhered to. Except in emergency, diversions from the ATC cleared Flight level MUST NOT be made without prior approval of the controlling ATC Unit;

  4. if subsequent unserviceability reduces the altitude measuring capability below the required minimum for RVSM operations after entry into RVSM airspace then the controlling ATC Unit MUST be advised so as to allow for any adjustments of separation from adjacent aircraft;

  5. there MUST be a high standard of supervision, monitoring and cross checking of altimeters to prevent a large discrepancy from the cleared flight level (less than 300 FT);

  6. an automatic Altitude Keeping Device (AKD) should be operative and engaged during level cruise, except when circumstances such as the need to re-trim the aircraft or the onset of turbulence, require disengagement. In any event, adherence to cruise altitude should be accomplished by reference to one of the two primary altimeters;

  7. there MUST be a high standard of co-ordination with ATC Units to ensure that misunderstandings over the cleared flight level do not occur.

3.18.2.5 Westbound flights submitting an ’RCL’ to Shanwick to enter North Atlantic (NAT) Reduced Vertical Separation Minima (RVSM) airspace may be invited to confirm that they have been approved for operating within RVSM airspace by their State of Registry or their State of Operator.
3.18.2.5.1 The submission of a Flight Plan alone does NOT constitute NAT RVSM operating approval. Pilots/Operators unable to provide such confirmation will not be permitted to enter NAT RVSM airspace and will be issued an Oceanic approval to operate outside RVSM airspace (below FL 290 or above FL 410). Details of the flight will be passed to the NAT Central Monitoring Agency (CMA) for follow-up action by the relevant State Aviation Authority.
3.18.2.6 Altitude Measuring Equipment or Features for Unrestricted RVSM airspace Operations
3.18.2.6.1 In order to justify consideration for State approval for future unrestricted operation in the RVSM airspace, an aircraft will be required to be equipped as follows:

  1. at least two primary altitude measurement systems meeting the MASPS requirements;

  2. a static source error correction (SSEC)/position error correction (PEC) must be applied automatically;

  3. an altitude deviation warning system that shall alert when the altitude displayed to the flight crew deviates from selected altitude by more than a nominal value. This nominal value shall not be greater than 300 FT. For aircraft whose application for type certification was made after 1 January 1997, the nominal value should not be greater than 200 FT. The overall equipment tolerance in implementing this nominal value shall not exceed 50 FT; and

  4. an automatic altitude-alerting device which is required to be capable of controlling altitude within +/- 65 FT of the selected altitude, when the aircraft is operated in straight and level flight, under non-turbulent, non-gust conditions.

3.18.2.7 Suspension of RVSM due to actual or forecast Turbulence
3.18.2.7.1 On receipt of information indicating actual or forecast Turbulence, ATC should take the following action:

  1. if possible, establish increased vertical, longitudinal or lateral separation; or

  2. suspend RVSM operations in the affected area.

3.18.3 In order to assist operators and crews to achieve the required standard of navigation and height keeping accuracy two documents have been published:

  1. Guidance and Information Material concerning Air Navigation in the NAT Region, including RVSM, is produced by and available from the ICAO Paris Office. The material in this Document deals primarily with planning and management of operations in the NAT Region and is mainly addressed to States and Operators;

  2. The North Atlantic Operations and Airspace Manual. This manual has been developed specifically for use by pilots intending to operate in the NAT HLA. This manual is available for download from the EUR/NAT Regional Office section of the ICAO website www.icao.int.

3.18.4 Operators of UK registered aircraft intending to fly in NAT High Level Airspace can obtain further information on the measures necessary to gain CAA approval from the following:

Equipment and Installation Approvals:

The Chief Surveyor,

Post:

CAA Safety Regulation Group, Aviation House, South Area, London Gatwick Airport, West Sussex RH6 0YR.

Tel: +44-(0)1293-573362;

Operational Approvals:

Post:

Civil Aviation Authority, Flight Operations Department (Attn: Flight Operations Policy), Aviation House, 1W, South Area, London Gatwick Airport, West Sussex RH6 0YR.

Tel: +44-(0)1293-573521

Fax: +44-(0)1293-573991;

Further Information on other aspects of MNPS/RVSM Operations (including height-monitoring requirements):

Post:

North Atlantic Central Monitoring Agency, c/o NATS Limited, Room G41, Atlantic House, Fresson Avenue, Prestwick, Ayrshire, KA9 2GX.

Tel: +44-(0)1292-692412 HMU Status (recorded message)

Tel: +44-(0)1292-692760

Fax: +44-(0)1292-692754

Email: natcma@nats.co.uk

3.19  Routes Between Northern Europe and Spain/Canaries/Lisbon FIRs
3.19.1 Operators are recommended to Flight Plan using routes T9, T13, T16, T213 and T290 as published in ENR 3.3 Other Routes.
3.19.2 For fuel planning purposes, operators should note that optimum cruising levels may not be available on T9, T13, T16, T213 and T290.

Note: Operators should not file using the route designator T13, T16, T213, and should file full route coordinates for these routes.

3.20  Alerting and Search and Rescue Services

(See GEN 3.6 of the UK AIP).

3.21  Procedures — Westbound

  1. Westbound flights are advised to flight plan the routes through UK Airspace that are offered by the Standard Routes Document published on the AIS CD-ROM.

  2. Westbound flights departing from UK airports that are not listed are to flight plan via the published UK Upper ATS route structure.

  3. For the UK Upper ATS Routes for the Westbound North Atlantic Flow refer to the Standard Routes Document published on the AIS CD-ROM.

3.22  Procedures - In the Event of Shanwick Oceanic Area Control Centre Evacuation
3.22.1 Scottish and Oceanic Area Control Centre includes both Scottish Radar and Shanwick Oceanic Control. Should Shanwick OAC be evacuated the potential would exist for a major disruption to Air Traffic Control (ATC) within the Shanwick OCA and Scottish Radar units. The HF radio communications for the Shanwick Oceanic Centre are remotely located, so will not be affected.
3.22.2 In the event that Shanwick OAC is evacuated, Gander Oceanic will assume responsibility for the provision of Air Traffic Services (ATS) within the Shanwick OCA to the best of their ability.
3.22.3 As soon as possible after evacuation a contingency message will be sent to the operators and agencies that receive the NAT track message. A NOTAM shall also be issued. Recipients of both messages shall advise the affected traffic.
3.22.4 On receipt of the contingency message pilots are requested to broadcast to other flights on 121.500 and 123.450 MHz. A listening watch on these frequencies must be maintained.
3.22.5 HF congestion is likely. Communications should be kept to a necessary minimum. Unnecessary route changes will not be issued.
3.22.6 The procedures outlined below are to be used as guidance for pilots in the immediate aftermath of a sudden withdrawal of the ATC service as described above.
3.22.7  Procedures - Westbound Flights
3.22.7.1 Due to the uncertainty surrounding the contingency situation pilots are strongly advised to re-route around the Shanwick OCA or to land at an appropriate aerodrome.
3.22.7.2  Westbound Flights within Scottish FIR
3.22.7.2.1 If Scottish radar is subject to evacuation also, pilots of flights operating within the Scottish FIR may elect to continue, the flight must be operated in accordance with the last submitted and acknowledged ’RCL’ from eastern boundary until last specified route point, normally landfall.
3.22.7.2.2 Whilst operating within the Scottish FIR all flights are requested to make position reports on the last assigned frequency, stating position, level and next fix.
3.22.7.2.3 Flights may also elect to contact Scottish FIR aerodromes for assistance.
3.22.7.2.4 The following communications procedures have been developed in accordance with the Traffic Information Broadcast by Aircraft (TIBA) procedures recommended by ICAO (Annex 11 - Air Traffic Services, Attachment C).

At least 3 minutes prior to the commencement of a climb or descent the flight should broadcast on the last assigned frequency, 121.500, 243.000 and 123.450 MHz the following:

ALL STATIONS
(callsign)
(direction)
DIRECT FROM (landfall fix) TO (Oceanic entry point)
LEAVING FLIGHT LEVEL (number) FOR FLIGHT LEVEL (number) AT (distance)(direction) FROM (Oceanic entry point) AT (time)

When the level change begins, the flight should make the following broadcast:

ALL STATIONS
(callsign)
(direction)
DIRECTION FROM (landfall fix) TO (Oceanic entry point)
LEAVING FLIGHT LEVEL (number) NOW FOR FLIGHT LEVEL (number)

When level, the flight should make the following broadcast:

ALL STATIONS
(callsign)
MAINTAINING FLIGHT LEVEL (number)

3.22.7.3  Westbound Flights within the Shanwick Oceanic Control Area
3.22.7.3.1 Gander Oceanic shall endeavor to provide an ATC service throughout the Shanwick OCA as soon as evacuation commences.
3.22.7.3.2 All flights should establish communication with the next agency at the earliest opportunity stating current position, cleared flight level, next position and estimate, and subsequent position. This also applies to flights using automated position reports (ADS/FMC) because those reports may not have been received by the next agency.
3.22.7.3.3 When ADS equipped flights are notified of a Shanwick evacuation they must revert to voice position reporting until clear of Shanwick OCA, or notified otherwise. Pilots should note that they may be asked to log-on to CYQX when within the Shanwick OCA. They should not initiate this action until instructed to do so.
3.22.7.3.4 Any flights involved in level changes should complete the manoeuvre as soon as possible in accordance with the clearance.
3.22.7.3.5 If unable to establish radio contact, flights may use SATCOM voice or satellite telephone to provide position reports.
3.22.7.3.6 Flights may request their flight dispatch offices to forward position reports, if sending position reports to multiple ATS Units or if otherwise unable to forward position reports.
3.22.8  Procedures for Eastbound Flights within the Shanwick Oceanic Control Area
3.22.8.1 Gander Oceanic shall endeavour to provide an ATC service throughout the Shanwick OCA as soon as evacuation commences.
3.22.8.2 Flights operating with a received and acknowledged Oceanic Clearance will be expected to continue in accordance with the last clearance issued unless otherwise advised by ATC.
3.22.8.3 When ADS equipped flights are notified of a Shanwick evacuation they must revert to voice position reporting until clear of Shanwick OCA, or notified otherwise. Pilots should note that they may be asked to log-on to CYQX when within the Shanwick OCA. They should not initiate this action until instructed to do so.
3.22.8.4 Any flights involved in level changes should complete the manoeuvre as soon as possible in accordance with the clearance.
3.22.8.5 If unable to establish radio contact, flights may use SATCOM voice or satellite telephone to provide position reports.
3.22.8.6 Flights making automatic position reports are required to make voice position reports whilst within the Shanwick OCA, unless advised otherwise.
3.22.8.7 Communications with the next ATSU should be established at the earliest opportunity. Where no contact can be established, Shanwick Radio should be contacted on HF for advice.
3.22.8.8  Procedures for Eastbound Flights entering the Scottish FIR
3.22.8.8.1 Unless instructed otherwise, flights entering the Scottish FIR should use the following contingency routes:

  1. RATSU DCT GUNPA contact Reykjavik Oceanic Control - 126.750 MHz;

  2. LUSEN DCT ELKOG DCT ORVIK contact Polaris Control - 135.675 MHz;

  3. ATSIX DCT AKIVO DCT KLONN contact Polaris Control - 136.275 MHz;

  4. ORTAV DCT ODPEX DCT ELSAN contact Copenhagen Control - 134.680 MHz;

  5. BALIX DCT NINEX DCT ASKAM contact Maastricht Control - 132.085 MHz;

  6. ADODO DCT AMTAP DCT ROKAN DCT TOPPA contact Maastricht Control - 132.085 MHz;

  7. ERAKA DCT ETSOM DCT ERKIT contact London Control - 128.130 MHz;

  8. ETILO DCT EVNAL DCT DCS DCT LAKEY contact London Control - 132.860 MHz;

  9. GOMUP DCT GINGA DCT SOSIM contact London Control - 135.580 MHz.

3.22.8.8.2 Flights operating close to the Reykjavik or Shannon northern boundaries should, where possible, establish communications with those units in order to negotiate a re-route to avoid the Scottish FIR.
3.22.9  Procedures for Flights Flight Planned to enter Shanwick OCA from other Oceanic Centres
3.22.9.1 Flights within Reykjavik or Santa Maria Oceanic airspace, can anticipate a large re-route to avoid the Shanwick OCA and Scottish FIR. Reykjavik and Santa Maria will issue advice on procedures to be followed.
3.23  Enquiries and Comments
3.23.1 Enquiries and comments about ATS procedures applicable to the Shanwick OCA should be addressed to:

Manager PC Procedures and Development,

Post:

Room F-059, NATS Prestwick, Prestwick Centre, Fresson Avenue, Prestwick, Ayrshire, KA9 2GX.

3.23.2 Advice on day-to-day operations is available from Shanwick Oceanic Watch Manager Prestwick.

Tel: 01294-655300.

3.24  Format of NAT Company Preferred Routing Messages (CPR PRM)

Westbound:

(PRIORITY) (DESTINATION ADDRESS)
(DATE TIME OF ORIGIN) (ORIGIN ADDRESS)
(MESSAGE TYPE) — (COMPANY) — (WESTBOUND) — (YYMMDD AT 30W)
(DEP / DEST) (FIRST UK POINT) (ANCHOR POINT) (OCA RPS) (LANDFALL)
(INLAND FIX) (NUMBER OF FLIGHTS (01 — 99))

Note: If there is no INLAND FIX then the latitude at 80W is to be used.

Example:

FF EGGXZOZX EGTTZDZX CZQXZQZX CZQMZQZX CZULZQZX CYHQZDZX BIRDZQZX LPPOZOZX KZNYZRZX KCFCZDZX
111824 LSZHSWRW
PRM — SWR — W — 930212 —
LSZH / KJFK BNE BEL 55/10 56/20 57/30 55/40 53/50 YAY TOPPS 02
LSZH / KIAD BNE BURAK 53/15 53/20 52/30 51/40 50/50 YQX TUSKY 01

Eastbound:

(PRIORITY) (DESTINATION ADDRESS)
(DATE TIME OF ORIGIN) (ORIGIN ADDRESS)
(MESSAGE TYPE) — (COMPANY) — (EASTBOUND) — (YYMMDD AT 30W)
(DEP / DEST) (INLAND FIX) (ANCHOR POINT) (OCA RPS) (LANDFALL)
(LAST UK POINT) (NUMBER OF FLIGHTS (01 — 99))

Note: If there is no INLAND FIX then the latitude at 80W is to be used.

Example:

FF EGGXZOZX EGTTZDZX CZQXZQZX CZQMZQZX CZULZQZX CYHQZDZX BIRDZQZX LPPOZOZX KZNYZRZX KCFCZDZX
120936 EHAMKLMW
PRM — KLM — E — 930213 —
KJFK / EHAM TOPPS YAY 53/50 53/40 54/30 54/20 54/15 BABAN LAMSO 03
CYMX / EHAM YML FOXXE 57/50 58/40 58/30 57/20 56/10 MAC LAMSO 01

3.25  Format of NAT Company Preferred Route Flight Plan day minus 1 (CPR FPL-1)
3.25.1 The Company Preferred Route Flight Plan day minus 1 (FPL-1) format utilises the standard ICAO flight plan (FPL) format and a predetermined Company Preferred Route Identifier (CPR_ID).
3.25.2 Upon receipt of a flight plan at a dedicated AFTN address (EGGXGATT) the Shanwick Automated Track Tool (ATT) system extracts the Oceanic Route portion from the Company Preferred Route Flight Plan day minus 1 (FPL-1), and correlates this with airline scheduled data which corresponds to the Company Preferred Route Identifier (CPR_ID). This provides Shanwick with both route and traffic loading information accordingly.
3.25.3 The Callsign field of the Company Preferred Route Flight Plan day minus 1 (FPL-1) is utilised to indicate the Company Preferred Route Identifier (CPR_ID). The CPR_ID is a unique designator which must be pre-configured with Shanwick to indicate the departure point and destination pairing.
3.25.4 The preferred route is detailed in the Company Preferred Route (FPL-1) as per a normal flight plan. The Date of Flight (DOF field) in field 18 shall indicate the flight is for the next day's OTS Design.

Examples:

The CPR_ID is a seven character code defined as follows:

Airline ICAO Code

British Airways:

BAW

Preferred Route Indicator

P (does not change)

P

Westbound

W

W

Company Preferred Route ID Number (00-99)

Correlates to set departure/destination

01

The resulting CPR_ID in this example is BAWPW01

Example 1 – (Indicating CPR_ID 01 for British Airways)

CPR (FPL-1) sent to EGGXGATT on the 04/08/2016 for a Westbound OTS Design for the 05/08/2016.

(FPL-BAWPW01-IS
-B772/H-SDE1E3FGHIJ3J5J6M1M2RWXYZ/LB1D1
-EGLL1030
-N0487F340 CPT3G CPT Q63 KENET UL9 STU/N0490F360 UL9 SLANY DCT DINIM/M083F360 DCT 50N020W 45N030W 38N040W/M083F380 35N045W 31N050W 20N060W DCT ANU DCT
-TAPA0752
-PBN/A1B1D1O1S2 NAV/RNVD1E2A1 SUR/TCAS DOF/160805 REG/BA777 EET/EISN0032 EGGX0119 50N020W0146 LPPO0253 KZWY0412 35N045W0452 31N050W0536 20N060W0723 TTZP0743 CODE/4007F9 OPR/BAW RVR/075 RMK/TCAS)

Example 2 – (Indicating CPR_ID 23 for British Airways)

CPR (FPL-1) sent to EGGXGATT on the 04/08/2016 for a Westbound OTS Design for the 05/08/2016.

(FPL-BAWPW23-IS
-B744/H-SDE1E3FGHIJ3J5J6M1M2RWXYZ/LB1D1
-EGLL1030
-N0490F300 CPT5J CPT Q63 KENET N14 UGNUS UN14 BAKUR DCT KORAK DCT CON DCT REVNU/M082F300 DCT SUNOT/M082F300 DCT 59N020W/M082F320 61N030W/M082F340 61N040W/M082F360 DCT NA DCT 61N050W DCT RADUN N822A PEPKI/N0481F360 N822A LOPVI DCT 58N070W
5430N08000W/N0483F380 4930N09000W DCT KP12G/N0489F400 DCT KP84A DCT KD66U DCT EKR J100 BCE GRNPA1
-KLAS0952
-PBN/A1B1D1O1S2 NAV/RNVD1E2A1 SUR/TCAS DOF/160805 REG/BA744 EET/EISN0030 EGGX0056 SUNOT0122 59N020W0146 CZQX0226 61N040W0303 BGGL0307 NA0324 61N050W0342 CZQX0350 RADUN0413 CZUL0427 CZWG0552 KZMP0704 KZDV0807 KZLC0913 KZLA0933 CODE/4006B2 OPR/BAW RVR/075 RMK/NRP TCAS)

3.25.5  Initial Configuration and Setup for Company Preferred Route Messages FPL-1 Format
3.25.5.1 Operators who would like to send Company Preferred Route messages via FPL-1 format are required to register by email at CPR@nats.co.uk. Registration is required so that configuration elements are completed prior to message sending.
3.25.5.2 During registration Company Preferred Identifiers (CPR_IDs) will be determined for each scheduled departure point and destination pairing to be flown by the airline and a start date will be provided by the Shanwick.

Example of CPR_ID TABLE

ICAO AL

IATA AL

Carrier1Name

Market Pair
(Airport)

Dep Airport

Arr Airport

Unique

Market Pair (Route) Name (CPR_ID)

BAW

BA

British Airways

ANU-LGW

LGW

ANU

BAWPW01

BAW

BA

British Airways

ATL-LHR

LHR

ATL

BAWPW02

BAW

BA

British Airways

AUS-LHR

LHR

AUS

BAWPW03

BAW

BA

British Airways

BDA-LGW

LGW

BDA

BAWPW04

BAW

BA

British Airways

BGI-LGW

LGW

BGI

BAWPW05

3.26  DESTINATION ADDRESS CODE:

PRM format:

EGGXZOZX — Shanwick

CZQXZQZX — Gander

CZULZQZX — Montreal

EGTTZDZX — London FMU

CZQMZQZX — Moncton

CYHQZDZX — TCA ARU

BIRDZQZX — Reykjavik

LPPOZOZX — Santa Maria

KZNYZRZX — New York

KCFCZDZX — FAA Central Flow

  

FPL-1 format:
EGGXGATT — Shanwick

Note: Shanwick can receive Company Preferred Route data in both PRM or FPL-1 formats at EGGXGATT. The AFTN address EGGXZOZX is only available for Company Preferred Route data in PRM format.

4  En-Route Transponder Mandatory Zones

Designation and Lateral Limits

Vertical Limits and Classification

Controlling Authority

Burbo Bank TMZ (Area A)

533215N 0031146W – 533213N 0031406W – 532916N 0030709W – 533215N 0031146W.

3500 FT
______

SFC
(Class G)

Warton APP (129.530 MHz) between Mon-Thu 0730-1900 (0630-1800), Fri 0730-1700 (0630-1600).

Burbo Bank TMZ (Area B)

533213N 0031406W – 532916N 0030709W – 532704N 0030737W – 532550N 0031030W – 532550N 0031939W – 532631N 0032055W – 533213N 0031406W.

2000 FT
______

SFC
(Class G)

Warton APP (129.530 MHz) between Mon-Thu 0730-1900 (0630-1800), Fri 0730-1700 (0630-1600).

Burbo Bank TMZ (Area C)

533211N 0032449W – 533213N 0031406W – 532631N 0032055W – 532938N 0032640W – 533211N 0032449W.

FL 45
______

SFC
(Class G)

Warton APP (129.530 MHz) between Mon-Thu 0730-1900 (0630-1800), Fri 0730-1700 (0630-1600).

Note: See also ENR 6-28. For aircraft equipped with and operating secondary surveillance radar equipment, as defined in GEN 1.5 paragraph 5.3, access to the Burbo Bank TMZ is not subject to ATC approval. Access to the Burbo Bank TMZ without serviceable transponder equipment, as defined in GEN 1.5 paragraph 5.3, is subject to specific approval of the Controlling Authority.

Designation and Lateral Limits

Vertical Limits and
Classification

Controlling Authority

Greater Wash TMZ - the area bounded by:

533420.44N 0005239.24E - 531700.01N 0013011.23E - 531206.6N 0012951.44E - 530328.42N 0011342.33E - 530531.14N 0010510.48E - 531353.77N 0004450.58E - 531727.25N 0004132.09E - 532923.10N 0003801.81E - 533333.56N 0004031.16E - 533420.44N 0005239.24E.

FL 100
______

SFC
(Class G)

Anglia Radar (125.275 MHz (backup 128.925 MHz)) - from surface up to and including FL 65, between 0630-2200 (0530-2100).

Swanwick Military (133.325 MHz) - above FL 65 to FL 100, H24. Additionally from surface up to and including FL 65 between 2200-0630 (2100-0530).

Note: For aircraft equipped with and operating secondary surveillance radar equipment, as defined in GEN 1.5 paragraph 5.3, access to the Greater Wash TMZ is not subject to ATC approval. Access to the Greater Wash TMZ without serviceable transponder equipment, as defined in GEN 1.5 paragraph 5.3, is subject to specific approval of the Controlling Authority.

Designation and Lateral Limits

Vertical Limits and Classification

Controlling Authority

Humber Gateway TMZ - the area bounded by:

535410N 0001037E - 534902N 0001650E - 534153N 0002245E - 533714N 0002412E - 533258N 0001703E thence in an anti-clockwise direction by an arc of a circle radius 5 NM centred on 532830N 0001315E to 533330N 0001305E - 533902N 0001056E - 534919N 0000046W - 535410N 0001037E.

FL 100
______

SFC
(Class G)

Anglia Radar (128.925 MHz (backup 125.275 MHz)) - from surface up to and including FL 65, between 0630-2200 (0530-2100).

Swanwick Military (135.075 MHz) - above FL 65 to FL 100, H24. Additionally from surface up to and including FL 65 between 2200-0630 (2100-0530).

Note: For aircraft equipped with and operating secondary surveillance radar equipment, as defined in GEN 1.5 paragraph 5.3, access to the Humber Gateway TMZ is not subject to ATC approval. Access to the Humber Gateway TMZ without serviceable transponder equipment, as defined in GEN 1.5 paragraph 5.3, is subject to specific approval of the Controlling Authority.

Designation and Lateral Limits

Vertical Limits and Classification

Controlling Authority

London Array (Area A)

513906N 0012459E - 514036N 0012507E - 514305N 0012824E - 514304N 0013112E - 514050N 0013459E - 513722N 0013646E - 513341N 0013627E - 513306N 0013414E - 513325N 0012642E - 513516N 0012327E - 513552N 0012310E - 513906N 0012459E.

FL 65
______

SFC
(Class G)

Southend Radar
130.780 MHz

London Array (Area B)

513906N 0012459E - 513552N 0012310E - 513814N 0012201E - 514036N 0012507E - 513906N 0012459E.

5500 FT
______

SFC
(Class G)

Southend Radar
130.780 MHz

Note 1: Providing aircraft have and operate secondary surveillance radar equipment, as defined in GEN 1.5 paragraph 5.3, access to the London Array TMZ is not subject to ATC approval.

Note 2: The pilot of an aircraft that wishes to operate in the London Array TMZ without serviceable transponder equipment as defined in GEN 1-5 paragraph 5.3 may be granted access to the TMZ subject to specific ATC approval. This approval may be obtained from Southend Radar/Approach on frequency 130.780 MHz.

Designation and Lateral Limits

Vertical Limits and Classification

Controlling Authority

Moray Firth TMZ - the area bounded by:

582151.1871N 0025310.7227W - 582116.1994N 0024224.5231W - 581352.7801N 0023029.6207W -
580642.1273N 0023023.4770W -
575720.6905N 0031638.5461W -
580312.9113N 0031651.1155W -
580801.6231N 0031039.1423W -581152.8636N 0030449.3381W - 581434.3990N 0030233.8130W - 581936.1622N 0025802.6109W -
582151.1871N 0025310.7227W.

FL 100
______

SFC
(Class E & G)

Lossie Departures (119.575 MHz), H24 from surface up to and including FL 100.

Class E approval for VFR transits only.

Note: For aircraft equipped with and operating secondary surveillance radar equipment, as defined in GEN 1-5 paragraph 5.3, access to the Moray Firth TMZ is not subject to ATC approval. Access to the Moray Firth TMZ without serviceable transponder equipment, as defined in GEN 1-5 paragraph 5.3, is subject to specific approval of the Controlling Authority. The TMZ incorporates parts of Y904 (Class E) and EGD809S; the more stringent relevant airspace classification regulations apply.

Designation and Lateral Limits

Vertical Limits and Classification

Controlling Authority

Neart na Gaoithe TMZ - the area bounded by:

562136.64N 0021426.73W-561532.40N 0020809.60W-561228.80N 0020722.80W-561228.80N 0021619.20W-561549.59N 0022003.29W-561725.83N 0022013.94W-562009.60N 0021825.20W-562136.64N 0021426.73W.

FL 100
______

SFC
(Class G)

The Controlling Authority is Leuchars.

The TMZ is active during the hours of Leuchars LARS provision ((P) 126.500 MHz,(S) 123.300 MHz, (U) 292.350 MHz) Mon-Fri 0900-1700 (0800-1600) and other times by NOTAM.
Outside of these hours non-transponding aircraft should attempt contact with Leuchars on the published LARS frequencies and pilots are recommended to maintain a listening watch on the Leuchars LARS frequency until exiting.

Note: For aircraft equipped with and operating secondary surveillance radar equipment, as defined in GEN 1.5 paragraph 5.3, access to the Neart na Gaoithe TMZ is not subject to ATC approval. Access to the Neart na Gaoithe TMZ without serviceable transponder equipment, as defined in GEN 1.5 paragraph 5.3, is subject to specific approval of the Controlling Authority.

Designation and Lateral Limits

Vertical Limits and Classification

Controlling Authority

Seagreen TMZ (Phase 1) - the area bounded by:

562848.316N 0015621.635W  -562856.706N 0015742.338W -  562919.903N 0015849.297W  - 562953.266N 0015935.362W  -563026.418N 0015955.875W  -563100.251N 0015959.339W - 564040.162N 0015951.322W  -564116.339N 0015940.636W  -
564144.708N 0015915.968W - 564214.164N 0015826.478W  -564232.981N 0015722.075W  -564239.062N 0015613.168W  -564235.348N 0013542.561W  -564222.592N 0013428.108W  -564158.290N 0013326.897W  -564124.944N 0013212.864W  -564052.426N 0013126.112W  -563235.237N 0012554.843W  -563155.589N 0012541.776W  -563107.564N 0012558.881W  -563024.930N 0012653.949W  -563001.552N 0012804.526W  -562953.254N 0012938.623W -562848.316N 0015621.635W.

FL 100
______

SFC
(Class D & G)

No Controlling Authority.

Contact Scottish FIS (119.875 MHz) H24 from SFC up to and including FL 55 for flight information.   

Flights transiting P18 when active between waypoints UPGET and OKPAL should contact Scottish Control (124.500 MHz). 

Note: For aircraft equipped with and operating SSR equipment, as defined in GEN 1-5 paragraph 5.3, access to the Seagreen TMZ (Phase 1) is not subject to ATC approval. The TMZ incorporates parts of P18 (Class D) and EGD613C; within these areas the more stringent relevant airspace classification regulations apply.

Designation and Lateral Limits

Vertical Limits and Classification

Controlling Authority

Walney TMZ

540745.1N 0033800.0W -
535910.5N 0032140.2W -
535529.17N 0032639.34W -
540636.13N 0035541.49W -
540823.51N 0035539.10W -
540804.0N 0035336.0W -
541049.0N 0034630.0W thence anti-clockwise by the arc of a circle radius 15 NM centred on 541900.0N 0032505.0W to 540634.0N 0033920W -
540745.1N 0033800.0W.

FL 100
______

SFC
(Class G)

Warton APP (129.530 MHz) between Mon-Thu 0730-1900 (0630-1800), Fri 0730-1700 (0630-1600).

Note: See also ENR 6-28. For aircraft equipped with and operating secondary surveillance radar equipment, as defined in GEN 1.5 paragraph 5.3, access to the Walney TMZ is not subject to ATC approval. Access to the Walney TMZ without serviceable transponder equipment, as defined in GEN 1.5 paragraph 5.3, is subject to specific approval of the Controlling Authority.

5  En-Route Radio Mandatory Zones

Designation and Lateral Limits

Vertical Limits and Classification

Controlling Authority

Ekofisk RMZ

563540N 0023642E -
564217.13N 0025020.57E thence clockwise by the arc of a circle radius 5 NM centred on 563832N 0025619E (Albuskjell A) to 564331.37N 0025620.42E -
564328.36N 0031935.09E thence clockwise by the arc of a circle radius 5 NM centred on 563829N 0031932E (Tor) to 563931.88N 0032823.33E -
561207.00N 0033843.00E (DANOR) -
560510N 0031455E -
563540N 0023642E.

1500 FT
______

SFC

Ekofisk HFIS 130.550 MHz

6  UK Free Route Airspace - Non-standard Planning Zone (NPZ)
Identification and Name
Lateral Limits		Upper Limit
Lower Limit		Purpose
EGNPZ1 GOMUP
570000N 0100000W following the line of latitude to - 570000N 0095810.29W - 564500N 0095811.02W following the line of latitude to - 564500N 0100000W - 570000N 0100000W		Upper Limit: FL 660
Lower Limit: FL 255		To prevent traffic from filling a flight plan across the NOTA/Scottish UIR boundary and conflicting with traffic entering or leaving Shanwick Oceanic airspace via GOMUP. Shall not prevent use of GOMUP as an Entry and Exit from FRA.
EGNPZ2 GUNPA
604500N 0000000E following the line of latitude to - 604500N 0000202.26W - 610000N 0000203.22W following the line of latitude to - 610000N 0000000E - 604500N 0000000E		Upper Limit: FL 660
Lower Limit: FL 255		To prevent traffic from filling a flight plan across the Polaris/Scottish UIR boundary and conflicting with traffic entering or leaving Reykjavik Oceanic airspace via GUNPA. Shall not prevent use of GUNPA as a crossing point between Polaris and Reykjavik UIRs.
EGNPZ3 WEST NPZ 3
515232.28N 0024010.91W -
524354.41N 0024121.20W -
524443.68N 0024250.72W -
515252.89N 0024426.80W -
502125.60N 0030449.43W -
501945.78N 0030057.03W -
515232.28N 0024010.91W		Upper Limit: FL 660
Lower Limit: FL 245		To segregate and manage complex traffic flows at the flight planning stage.
EGNPZ4 WEST NPZ 4
525400.43N 0025127.56W -
525357.04N 0025033.17W -
515258.18N 0025249.02W -
503149.80N 0030806.14W -
504155.35N 0031128.89W -
515254.95N 0025712.89W -
525400.43N 0025127.56W		Upper Limit: FL 660
Lower Limit: FL 245		To segregate and manage complex traffic flows at the flight planning stage.
EGNPZ5 WEST NPZ 5
524901.25N 0030041.94W -
524905.00N 0025908.55W -
515225.52N 0030458.06W -
502548.78N 0032033.18W -
502830.84N 0032327.46W -
515237.45N 0030811.10W -
524901.25N 0030041.94W		Upper Limit: FL 660
Lower Limit: FL 245		To segregate and manage complex traffic flows at the flight planning stage.
EGNPZ6 WEST NPZ 6
524331.96N 0031324.32W -
524333.84N 0031214.24W -
514428.44N 0031709.99W -
502232.59N 0033253.61W -
502609.35N 0033607.45W -
513849.08N 0032151.59W -
524331.96N 0031324.32W		Upper Limit: FL 660
Lower Limit: FL 245		To segregate and manage complex traffic flows at the flight planning stage.
EGNPZ7 WEST NPZ 7
525424.21N 0031452.52W -
525429.44N 0031716.49W -
523653.49N 0032636.07W -
515701.32N 0033257.83W -
494050.61N 0035225.34W -
494105.00N 0034912.00W -
515714.71N 0032638.20W -
523656.80N 0032324.01W -
525424.21N 0031452.52W		Upper Limit: FL 660
Lower Limit: FL 245		To segregate and manage complex traffic flows at the flight planning stage.
EGNPZ8 WEST NPZ 8
522000.00N 0053000.00W -
514624.84N 0014120.19W -
514323.89N 0014118.50W -
521502.10N 0053000.00W -
522000.00N 0053000.00W		Upper Limit: FL 660
Lower Limit: FL 245		To segregate and manage complex traffic flows at the flight planning stage.
EGNPZ9 WEST NPZ 9
520557.01N 0050228.17W -
515420.01N 0032420.63W -
514757.76N 0023846.62W -
515056.17N 0032840.85W -
520230.02N 0050100.39W -
520557.01N 0050228.17W		Upper Limit: FL 660
Lower Limit: FL 245		To segregate and manage complex traffic flows at the flight planning stage.
EGNPZ10 WEST NPZ 10
514141.64N 0014827.94W -
513956.97N 0014842.45W -
513937.94N 0022445.85W -
514409.13N 0033454.21W -
515551.57N 0050732.32W -
520037.42N 0051836.75W -
515904.68N 0050457.05W -
514756.26N 0033438.00W -
514239.53N 0015547.90W -
514141.64N 0014827.94W		Upper Limit: FL 660
Lower Limit: FL 245		To segregate and manage complex traffic flows at the flight planning stage.
EGNPZ11 WEST NPZ 11
514840.78N 0050540.20W -
515245.80N 0051912.90W -
515310.90N 0051355.47W -
514055.53N 0033435.14W -
513327.53N 0014013.64W -
512932.76N 0014129.61W -
513720.16N 0033651.76W -
514840.78N 0050540.20W		Upper Limit: FL 660
Lower Limit: FL 245		To segregate and manage complex traffic flows at the flight planning stage.
EGNPZ12 WEST NPZ 12
512314.52N 0014537.95W -
512709.27N 0014250.98W -
513331.62N 0033615.95W -
514408.88N 0044650.29W -
515105.30N 0055829.55W -
514633.42N 0060342.44W -
514249.13N 0044659.98W -
513021.80N 0033654.63W -
512314.52N 0014537.95W		Upper Limit: FL 660
Lower Limit: FL 245		To segregate and manage complex traffic flows at the flight planning stage.
EGNPZ13 WEST NPZ 13
511758.38N 0013459.68W -
512704.32N 0034420.14W -
514343.55N 0063229.94W -
514153.33N 0063325.89W -
512403.05N 0034336.90W -
511758.38N 0013459.68W		Upper Limit: FL 660
Lower Limit: FL 245		To segregate and manage complex traffic flows at the flight planning stage.
7  Channel Islands Airspace - EGJT

Purpose: To describe the complete volume of airspace delegated to Jersey by both the UK and French authorities and collectively identified as Channel Islands Airspace with the ICAO designator: EGJT.

CHANNEL ISLANDS AIRSPACE - ICAO: EGJT
Vertical Limits, Classification and associated FIRs

Lateral Limits

Remarks

[TMA] FL 80 - FL 195 Class A Airspace[CTA] FL 55 - FL 80 Class D Airspace
(London FIR & Brest FIR)

500000N 0030000W –493500N 0030000W –500000N 0032000W following the line of latitude to –500000N 0030000W.

Controlling Authority: JERSEY ATC 0545-2100 (0445-2030) and by arrangement. Outside Jersey notified hours the airspace adopts the classification appropriate to airway or uncontrolled airspace designation, as appropriate for the respective FIR, as detailed in the UK and France AIPs. During the notified hours of operation of Jersey ATC, the airspace is operated in accordance with Air Navigation (Jersey) Law 2014 and Air Navigation (Rules of the Air) (Jersey) Regulations 2017. Note: Regulations as per Standardised European Rules of the Air (SERA) but established by the Air Navigation (Jersey) Law 2014. UK SERA derogations do not apply in Channel Island Airspace JERSEY MET issue SIGMET for EGJT.

[TMA] FL 80 - FL 195 Class A Airspace[CTA] 3500 FT ALT - FL 80 Class D Airspace
(Brest FIR)

500000N 0020000W following the line of latitude to –500000N 0014700W –494400N 0020000W –500000N 0020000W.

[TMA] FL 80 - FL 195 Class A Airspace[CTR] SFC - FL 80 Class D Airspace
(London FIR & Brest FIR)

500000N 0020000W –493000N 0020000W –490200N 0014000W following the line oflatitude to –490200N 0030000W –500000N 0030000W following the line oflatitude to –500000N 0020000W.

Note: The above airspace is an amalgamation of the Channel Islands CTA1 North, CTA1 South, CTA2, CTR North, CTR South, TMA North & TMA South as detailed in ENR 2.1 and EGJJ AD 2.17 and identified on chart ENR 6-40.

Forecast and SIGMET services within Channel Islands Airspace are provided by JERSEY MET (EGJX).