transatlantic procedures

[Pink Panther]

Hello,
Can someone inform me about transatlantic procedures?

Is it true that one needs a seperate clearance to cross the Atlantic seperate from the IFR clearance?

Whith whom are you in contackt over the atlantic and how often are you expected to give a position report?

What kind of seperation is used? (mach number)

Are there also tracks from Europe to South America determined every 12 hours, or may you choose your own route on this segment.

Any information regarding transatlantic flights are welcome.

Thank you in advance.

 

[CSY Mon]

Yup, a unique clearance for the North Atlantic Tracks.(NAT)

Seperation is time/distance, therefore ya are assigned a mach number so as not to close on the guy in front.

Ya talk to various people, Northern tracks are Gander for flights W of 30W, then Shanwick E of 30W.

I think the Southern tracks are all random., been a few years.

 

[744]

First, get hold of Jeppensen Atlantic Orientation charts 1/2 and 3/4. They contain a wealth of information.

In answer to your specific questions:

>>>Is it true that one needs a seperate clearance to cross the Atlantic seperate from the IFR clearance?<<<

Only in the North Atlantic. Procedures are explained on the Orientation charts, and vary from one OCA to another. It is not nearly as complex as it first appears.

>>>Whith whom are you in contackt over the atlantic and how often are you expected to give a position report?<<<

Again, refer to the orientation charts. Generally every 10 degrees of longitude using HF. Accurate reports are important, and do not hesitate to update ETAs.

>>>What kind of seperation is used? (mach number)<<<

You file what you want, they give you what they need. Normally though you get what you file, or very close to it.

>>>Are there also tracks from Europe to South America determined every 12 hours, or may you choose your own route on this segment.<<<

Where are you departing from and going too? There are fixed airways in the South Atlantic, but again -- get the Orientation charts.

You might also find this site useful:

http://home.t-online.de/home/gerd.puppel/

Don't worry about the German, the charts are in English.

Good luck.

dlw

 

[ATCER]

All the info posted here is right on. I'll add a few things, over the ocean you will be talking to ATC via ArInc (Aeronautical Radio) on HF. They relay your messages to ATC. Keep in mind that this game of telephone (pilot to ArInc, ArInc to ATC, then back) takes a little time. If you put in a request there is a bit of a delay for a response. If you need to speak directly with ATC you can request a phone patch through ArInc, you can speak to anyone else for that matter (company, etc.)

You can file any routing you want but like in domestic ops, you may get something different. If there is a track that will work for you file it, tracks tend to have priority on altitudes, if you file a route that crosses a track or goes close to one you may not get a good altitude for the crossing, and could be stuck there till you hit radar coverage. As for position reports 10 degrees of longitude is right on. You can verify with the ArInc Operator or ATC if you're unsure. If your estimate for the next fix changes by +/- 3 minutes, you have to re-estimate. A basic position report includes altitude, progressing a fix, estimating next fix, then next point.

As for your clearance ATC will issue you an OAC (Oceanic Clearance) for the crossing, it will include routing to the first landfall, assigned altitude, and assigned mach #.

If you have any more specific questions post them up.

 

[ATCER]

I forgot one last thing... from your post you didn't mention type A/C you might be flying... North Atlantic and WATRS airspace is all RVSM... FL290-FL410