NAT Track Question

[ProFracPilot]

Ohh, and ALWAYS file TWO coast out points, eg, COLOR and RONPO then LIMIR and DOLIP.

Clear as mud?

Uhhh, no.

Please explain this further (or provide a definitive reference, i.e. from MNPSA 2008). I've never filed (or had filed on my behalf) 2 coast out / coast in points.

 

[treetop flyer]

Please explain this further (or provide a definitive reference, i.e. from MNPSA 2008). I've never filed (or had filed on my behalf) 2 coast out / coast in points.

Same here...I've never had 2 coast out/in points filed for me. Can you explain???

Treetop

 

[fu69atacafyeah]

Same here...I've never had 2 coast out/in points filed for me. Can you explain???

Treetop

I agree and thats wrong...you only need one. go find the definition/meaning of a "coast out/coast in" waypoint and then look up mnps airspace and its confines and then reference an orientation chart...hopefully you will be able to figure it out.


backing up to the speed remark of "no speed restriction" on a random route, thats wrong?

 

[stupidpilot]

It depends. If there is someone else at the same altitude on the same route they will speed restrict you or assign you a different route.

 

[DXR-Beavis]

Uhhh, no.

Please explain this further (or provide a definitive reference, i.e. from MNPSA 2008). I've never filed (or had filed on my behalf) 2 coast out / coast in points.

I'm guessing what he is referring to is the way at least some airlines (maybe some bizjets) file a next best in the ICAO flight plan. My carrier does it routinely. We also use acars to request/receive oceanic clearances.

In an ICAO it looks like this:
(FPL-AAA1-IS
-B787/H-SDHIPRWXYZ/S
BALIX/M078F330 NATB HO/N0454F330 N302C SPOTE/N0453F340 N302C
MOFAT/N0461F360
-EET/EGTT0015 EGPX0029 EGGX0135 BIRD0217 EGGX0254 CZQX0254
REG/N12345 SEL/AAAA NAV/RNVD1E2A1 RNP10
RMK/NRP USA O2.C330)

Filed on NAT B. The O2.C330 indicates NAT C is my second choice at FL330. I could put an O3.A330 for a third chioce. On a random it would be O2.RS330 or RN330 for random north/south.

When the acars clearance request is sent it looks like this to ATC:
AAA0001-BALIX/1056 M078F330
-RMK/2ND NATC 2ND F330 MAX
F350
43C3

Neither is required. You can do one without the other, and the result is about the same. It is pretty useful when you're in the NAT tracks in the thick of traffic. On randoms, not so much.

 

[gulfstreameric]

Food for thought

on speed

regardless of being anywhere on non radar environment time and distance calculations is based on that speed you filed. Saying there is no speed restriction is not so true. You are required to maintain your mach number during the crossing regardless of altitude on or of track and if you deviate you will have to inform the Gander or Shanwick (or New York os San Fransisco). And as you deviate in speed your next fix or expected fix arrival time will vary and if it is more then three minutes, you will have to advise also.
If you require speed change due to weather, turbulence you need to advice also, regardless of altitude, tracks etc.

It is good practice to plot on the crossing chart the tracks and their letter number even if you are above them. Your crossing flight might cross Tracks and know you know where to turn away from when you have a contingency at FL430. Also you can then find out how to descend latterly in between them as you know where you are on the crossing chart at all times. Right ?
Also you want to plot your ETP EPD for all three cases of you crossing.
THis gives you something to do during and prior to your coast out point.