North Atlantic

North Atlantic Route Structure - MNPSGeneral IOM 2.3.1

Airspace over the high seas in the North Atlantic (NAT) Region above FL55 is Class A airspace. MNPS airspace was established in 1977, now renamed to North Atlantic High Level Airspace as of February 2016. It encompasses 6 OCA’s, namely Bodo, Reykjavik, Gander, Shanwick (excluding SOTA and BOTA), New York East and Santa Maria from 27 degrees North latitude to the North Pole between FL285 and FL420 and stretches 1800nm from Newfoundland to Ireland.Standard Atlantic oceanic lateral/longitudinal/vertical separation is 120NM/15 minutes/1,000’ up to FL290 and 2,000’ above FL290. North Atlantic Hi Level Airspace standard separation is 60NM/10 minutes/and 1,000’. RVSM is a block of airspace within MNPS from FL290 to FL410. With the advent RNP-4, CPDLC and ADS-C these separation standards are being further reduced to 25NM/5 minutes and 1,000’.Promulgation of the Organized Track System (OTS) is derived by the respective OAC, Gander (Night), Shanwick (Day). The agreed OTS is then promulgated by means of a NAT Track message about 12 hours before their use. The originator identifies each NAT Track Message by a Track Message Indicator (TMI) equivalent to the Julian calendar date. Tracks use specific entry and exit points on both sides of the Atlantic and are defined over water by the use of LAT/LONG coordinates every 10 degrees longitude. Each track is spaced a minimum of 60 NM (1 degree) from one another. RNP-4 aircraft are now Typically, a total of 4 or 5 tracks will comprise an OTS. Approximately ½ of all crossings use the OTS. Gander (Night-time Tracks)Eastbound 0100-0800Z at 30 W (X Y Z, “Z” being most southerly track) promulgated 1400ZShanwick (Day-time Tracks)Westbound 1130-1900Z at 30W (A B C, “A” being most northerly track) promulgated 2200Z Letter(s) of Authorization and Crew Currency IOM Section 2.1.1 Letters of Authorization requiredCrew must have completed MNPS and RVSM initial or recurrent training within the last two years.Special Note: First class medical under ICAO fall to the exact day one year later. Unlike month end under FAA. Equipment Required IOM 2.1.2 and 2.2.2MNPS

Two independent LRNS’s capable of navigating to the published RNP.RVSM

Two independent primary altitude measurement systemsOne automatic altitude control system (capable of holding altitude within +/- 65 feet)One altitude alerting systemOne Mode – C SSR transponder. Mode S (Enhanced) is now required in 7 countries: France, Germany, Belgium, Luxemburg, Netherlands,

Switzerland and England.ACAS II (TCAS Version 7 until 12/2015 then 7.1 thereafter) Survival Equipment

2 Life Rafts, Life Vests, and a survival kit.Communications

VHF/HF (2 radios capable of 8.33 spacing while operating in the EU)TCAS

TCAS II Version 7 or later.ELT

406Transponder

Mode S

Future Changes to NAT - CPDLCThe first phase of the North Atlantic Data Link Mandate was implemented on 07 February 2013. In this phase the Remarks section of the daily OTS Track Messages each specify two core tracks on which to flight plan or fly in the altitude band FL360-390 inclusive, aircraft must be equipped with and operating CPDLC and ADS-C.The second phase of the mandates was implemented on 05 February 2015. All Tracks between 350 and 390 require CPDLC and ADS-C. The goals are that: by 2018, 90% of aircraft operating in the NAT Region airspace at FL290 and above will be equipped with FANS 1/A or equivalent ADS-C and CPDLC and that by 2020, 95% of aircraft operating in that airspace will be so equipped. On this basis current plans are that Phase Two will progress in three stages: Phase 2A, commencing 5 February 2015: the mandate will incorporate FL350 to FL390 within the entire NAT OTS; Phase 2B, commencing 7 December 2017: will incorporate FL350-FL390 throughout the ICAO NAT Region; Phase 2C, commencing 30 January 2020: will incorporate FL290 and above throughout the ICAO NAT Region.

RLatSM: Lateral separation is ordinarily 50 - 60 NM (1 degree) between aircraft. RLatSM will allow lateral separation of 25 NM ( ½ degree) between aircraft equipped with Datalink (ADS-C / CPDLC) and RNP-4. RLatSM trials will begin on November 12, 2015 in portions of the Gander, Shanwick, and Reykjavik OCAs.

RLongSM: Longitudinal separation is ordinarily ten (10) minutes between aircraft. RLongSM would allow longitudinal separation of five (5) minutes between aircraft equipped with Datalink (ADS-C / CPDLC). RLongSM trials are currently ongoing.

ICAO Flight PlanItem 7: Aircraft Identification (Maximum 7 characters)

Insert registration marking of the aircraft (i.e. “Call Sign”).

Item 8: Flight Rules and Type of FlightInsert letter I to denote IFR and letter G for General Aviation

Item 9: Squad, Type of Aircraft and Wake Turbulence CategorySquadInsert number of squad, if more than one (e.g. 02, 03).Type of Aircraft GL5TWake Turbulence CategoryInsert M for Medium to indicate the wake turbulence category of the aircraft: H - HEAVY, to indicate an aircraft type with a maximum certificated take-off weight of (300,000 lb) or more;M - MEDIUM, to indicate an aircraft type with a maximum certificated take-off weight of less than (300,000 lb) but more than (15,500 lb);L - LIGHT, to indicate an aircraft type with a maximum certificated take-off weight of (15,500 lb) or less.

Item 10: Aircraft EquipmentGIV:GLF4/M-SBDE2E3FGHIM1M3RWXYZ/LB1PBN/A1B1C1D1O1S2 NAV/RNVD1E2A1 SUR/260B

Global 5000GL5T/M-SDE2E3FGHIM1M3RWXYZ/LB1PBN/B1C1D1L1O1S2 NAV/RNVD1E2A1 SUR/260B

Challenger 604CL60/M-SBDE3FGHIM1M3RWXYZ/LB1PBN/A1B1C1D1O1S1 NAV/RNVD1E2A1 SUR/260B

Equipment Codes:S - VHF RTF, VOR, ILSB - LPV (APV with SBAS)D - DMEE2 - D-FISE3 - PDCF - ADFG - GNSS (GNSS augmentation specified in NAV/)H - HF RTFI - IRSM1 - SatComm (Inmarsat)M3 - IridiumR - PBN (PBN levels specified in item 18 PBN/)W - RVSMX - MNPSY - 8.33 spacingZ - other equipment specified in item 18.L - Mode S with ADS BPBN Codes:B1 - ADS B OutA1 - RNP 10B1 - RNP 5C1 - RNP 2D1 - RNP 1L1 - RNP 4O1 - Basic RNPS1 - RNP ApproachS2 - RNP Approach (Baro-VNAV)

Item 13: Departure Airport, ETD and Alternate AirportInsert four-letter departure airport ICAO location identifier, followed by ETD.

Item 15: Speed, FL and RouteSpeedInitial cruise speed prior to crossing in knots – i.e. N0485 (485kts)Flight LevelInitial cruise altitude. i.e. F410 (FL410)

RouteFor flights conducted along one of the organized tracks use NAT followed by the letter code. Mach Number must suffix either the last domestic reporting point or the OTS entry point. TAS and FL must suffix the entry point at landfall.

DCT MERIT DCT HFD J42 BOS J575 TUSKY DCT YQX/M085F410 TRACK Z MALOT/N0485F450 UL9 BURAK UM140 CRK DCT

Random RouteFor flights conducted under a random route the Mach Number may again suffix either the last domestic reporting point or the OCA boundary.The flight plan must include for the oceanic portion:(1) Last domestic reporting point prior to ocean entry; (2) OCA boundary entry point (required by the Shanwick, New York and Santa Maria)(3) Significant points formed by the intersection of half or whole degrees latitude and 10 degree intervals of longitude. If planning above

70N then use intervals of 20 degree longitude.(4) OCA boundary exit point (required by the Shanwick, New York and Santa Maria)(5) First domestic reporting point after the ocean exit.

DCT MERIT DCT HFD J42 BOS J575 TUSKY DCT YQX/M085F410 DCT ALLRY DCT 51N050W 52N040W 53N030W 52N020W DCT MALOT/N0485F450 UL9 BURAK UM140 CRK DCT

Note: Each point at which either a change in speed or level is requested must be specified and followed, in each case, by the next significant point. This flight plan starts out at FL410 with a scheduled climb at 30W.

DCT MERIT DCT HFD J42 BOS J575 TUSKY DCT YQX/M085F410 DCT ALLRY 51N050W 52N040W 53N030W/M080F450 52N020W DCT MALOT/N0485F450 UL9 BURAK UM140 CRK DCT

Item 16: Destination Airport and ETE, Alternate Airport(s)Enter destination ICAO airport identifier / Estimated Time Enroute.Alternate AirportEnter alternate ICAO airport identifier.

Item 18: Other InformationEET/ Followed by the significant waypoints or FIR boundary designators plus accumulated estimated elapsed times from take-off to such points.a. For flights conducted in the NAT Region on random routes, accumulated estimated elapsed times are required for:

• The last domestic reporting point prior to ocean entry;• The OCA boundary entry point;• Each significant point described in Item 15;• The OCA boundary exit point; and• The first reporting point on the domestic track

b. For flights operating along the entire length of an OTS, estimated elapsed times will be required for the commencement point of the track and for FIR boundaries.

c. For flights operating along the whole length of one of the PTS tracks, accumulated estimated elapsed times are required for the commencement point and for each significant point of the track thereafter.

d. For flights operating along the fixed ATS route network between NAM/CAR, no EETs are required.e. Elapsed time to OCA boundaries (e.g. EGGX0105) are required by Shanwick, New York and Santa Maria OACs.

Example: EET/CZQM0049 CZQX0140 YQX0209 ALLRY0225 50W0233 40W0324 30W0412 20W0459 MALOT0522 BURAK0537

Item 19: SUPPLEMENTARY INFORMATIONE/ (FOB: Entered as Hours and Minutes)

• - E / 0730 (i.e. full fuel)P/ (SOB: Total number of PAX and CREW)

• - P / XXR/ (Emergency Transmitter carried on Life Raft)

• Cross out “UHF” if freq. 243.0 is not available.• Cross out “VHF” if freq. 121.5 not available.• Cross out “ELBA if an ELT is not available.

Type of Survival Equipment carried• Cross out “P” if polar equipment not carried.• Cross out “D” if desert equipment not carried.• Cross out “M” if maritime equipment not carried.• Cross out “J” if jungle equipment not carried.

Type of Life Jackets

• Cross out “L” if life jackets not equipped with lights.• Cross out “F” if life jackets not equipped with fluorescent.• Cross out “UHF” and/or “VHF” if life jackets have no radio capability.

D/ (Total number of Dinghies aboard, carriage capacity and color)• Total “Dinghies” carried.• Total Capacity available.• Cross out “C” if dinghies are not covered.• Enter color of dinghies.

Aircraft color and markings• White Blue Red

Remarks• You may enter choices of alternate Tracks and Flight Levels• i.e. – 02.X370 03.V350 (options 2 or 3)

PIC• Name (pilot’s license number for Canadian FP only)

Preflight PlanningUTC Time IOM 2.2.4 (c) It must be recognized that proper operation of a correctly functioning LRNS will ensure the aircraft follows its cleared track. ATC applies standard separations between cleared tracks and thereby assures a safe lateral separation of aircraft. However, longitudinal separations between subsequent aircraft following the same track and between aircraft on intersecting tracks are assessed in terms of differences in ETA ’s/ATA’s at common waypoints. Aircraft clock errors resulting in position report time errors can therefore lead to an erosion of actual longitudinal separation between aircraft. It is thus vitally important that prior to entry into the NAT MNPS Airspace the time reference system to be used during the flight is accurately synchronized to UTC and that the calculation of waypoint ETA’s and the reporting of waypoint ATA’s are referenced to this system. Our aircraft FMS’s download UTC from the satellites automatically. A UTC time check for both aircraft clocks should be made to ensure synchronization with the FMS clock. Lists of acceptable time sources for this purpose have been promulgated by NAT ATS Provider States.The following are examples of acceptable time standards:

(1) GPS (Corrected to UTC) - Available at all times to those crews who can access time via approved on-board GPS (TSO-C129) equipment. (2) WWV - National Institute of Standards (NIST - Fort Collins, Colorado). WWV operates continually H24 on 2500, 5000, 10,000, 15,000 and 20,000 kHz (AM/SSB) and provides UTC (voice) once every minute.(3) CHU - National Research Council (NRC - Ottawa, Canada) - CHU operates continually H24 on 3330, 7335 and 14,670 kHz (SSB) and provides UTC (voice) once every minute (English even minutes, French odd minutes).(4) BBC (UK Greenwich) H24 on 12095kHz; 0200-2315UTC on 9410kHz; 0430-0030UTC on 15070kHz; 0800-1600UTC on 17705, 17640, 9760 9750kHz.

Altimetry Check IOM 2.2.2.3Primary altimetry checks of ADC’s. On ground +/- 75 feet of Field Elevation.Flight LevelsIf planning to operate along the OTS, the NAT track message shows the usable flight levels for each track. If a crossing is conducted outside the OTS time period, or if a flight plans to join or leave a track (i.e. not fly the entire length of an OTS track) then normal hemispherical flight levels apply, odd for eastbound and even for westbound. RoutingsIf planning a random route and in the same direction of the OTS, it is recommended to flight plan north, south or possibly above the OTS. If flight planning in the opposite direction of the OTS (reaching 30W within 2 hours of the next OTS time period) again, plan to operate north, south or possibly above the OTS. Master Document ProcedureThe PF and PNF will confirm correct input to the FMS of each Class II waypoint (oceanic waypoints). After confirmation the respective LAT/LONG is then circled. Next, the relevant track and distance information between the oceanic waypoints will be cross-checked against the master flight-plan. Reasonable tolerances are +/- 2NM and +/- 2 degrees. Once satisfied, the circled LAT/LONG waypoints are then ticked with a checkmark. These markings shall be completed prior to NAT airspace entry. Once the oceanic clearance is received and read-back or acknowledge through CPDLC, a diagonal line is then placed through the distance check mark. At each waypoint passage a diagonal line will be drawn across the waypoint. At the required 10 minute plot a second diagonal line will be drawn across the waypoint making a X .

Eastbound Clearance IOM 2.3.2Gander OCACommonly used PairingsKHPN – CYQX (Gander Newfoundland, CAN) 935NM (Great Circle) 2hr KHPN – CYYR (Goose Bay, Newfoundland, CAN) 909NM (Great Circle) 2hrsKHPN – BIKF (Reykjavik, Iceland) 2223NM (Great Circle) 5 hrsKHPN – EICK (Cork, Ireland) 2677 (Great Circle) 6hrsKHPN – EINN (Shannon, Ireland) 2650NM (Great Circle) 6hrsKHPN – LPPD (Ponta Delgada, Portugal) 2208NM (Great Circle) 5 Hrs KHPN – LPAZ (Santa Maria, Portugal) 2248 5 hrsIf a tech stop is planned, either east or westbound, your route of flight probably takes you over Newfoundland. There are three airports that stretch 450nm across your route of flight. If the tech stop is planned for an eastbound crossing plan on obtaining your oceanic clearance prior to departure. You may request oceanic clearance from the tower up to 30min prior to ETD. ATC will request your ETA or enroute time to the coast-out fix to establish separation.

CYYR, Goose Bay, Newfoundland’s main land region of Labrador.- RWY 8/26, 11,046’ x 209’ ILS- Irving Aviation 709-896-9090 123.3 24hrs CYQX, Gander on Newfoundland Island.- RWY 3/21, 10,200’ x 200’ ILS- Irving Aviation 709-651-5000 122.9 24hrs CYYT, St Johns located on the extreme eastern seaboard of Newfoundland Island.- RWY 11/29, 8,500’ x 209’ ILS- Irving Aviation 709-758-3200 122.9 24hrs

If operating within the OTS time period for same direction flight, planning to cross 30W within the time period of ( 0100-0800Z), your clearance delivery frequencies are published within the “Remarks” section of the NAT track message. A specific frequency is published for the oceanic entry waypoint you are planning to cross first, as shown below. Request for oceanic should be made within 200NM (40min) of this waypoint. On initial contact, provide ETA for oceanic entry point, Flight Level and requested Mach No. If planning to cross outside of the OTS time period, Moncton or Gander will provide the oceanic clearance on your domestic frequency, no specific request is required. The controller will ask if you are ready to copy oceanic.

Example of an Eastbound Track Message291329 CZQXZQZX(NAT-1/3 TRACKS FLS 320/400 INCLUSIVEMAY 30/0100Z TO MAY 30/0800ZQ JANJO 56/50 57/40 57/30 57/20 SUNOT KESIXEAST LVLS 320 360 370 380 390 400WEST LVLS NILEUR RTS EAST NILNAR N387A N391A-R LOMSI 55/50 56/40 56/30 56/20 PIKIL SOVEDEAST LVLS 320 360 370 380 390 400WEST LVLS NILEUR RTS EAST NILNAR N353A N361A-S JOOPY 49/50 51/40 53/30 55/20 RESNO NETKIEAST LVLS 320 330 340 350 360 370 380 390 400WEST LVLS NILEUR RTS EAST NILNAR N177D N181F-T NICSO 48/50 50/40 52/30 54/20 DOGAL BEXETEAST LVLS 320 330 340 350 360 370 380 390 400WEST LVLS NILEUR RTS EAST NILNAR N143A N153D-U PORTI 47/50 49/40 51/30 53/20 MALOT GISTIEAST LVLS 320 330 340 350 360 370 380 390 400WEST LVLS NILEUR RTS EAST NILNAR N105C N117A-V SUPRY 46/50 48/40 50/30 52/20 LIMRI XETBOEAST LVLS 320 330 340 350 360 370 380 390 400WEST LVLS NILEUR RTS EAST NILNAR N59B N73A-W VODOR 45/50 47/40 49/30 51/20 DINIM ELSOXEAST LVLS 320 330 340 350 360 370 380 390 400WEST LVLS NILEUR RTS EAST NILNAR N41D N53C-X DOVEY 42/60 44/50 46/40 48/30 50/20 SOMAX ATSUREAST LVLS 320 330 340 350 360 370 380 390 400WEST LVLS NILEUR RTS EAST NIL

NAR NIL-Y JOBOC 41/60 42/50 44/40 44/30 43/20 MUDOS STGEAST LVLS 330 350 370WEST LVLS NILEUR RTS EAST NILNAR NIL-Z SOORY 43/50 45/40 47/30 49/20 BEDRA NERTUEAST LVLS 320 340 380 400WEST LVLS NILEUR RTS EAST NILNAR NIL-REMARKS:1.TMI IS 150 AND OPERATORS ARE REMINDED TO INCLUDE THE TMI NUMBER AS PART OF THE OCEANIC CLEARANCE READ BACK.2.ADS-C AND CPDLC MANDATED OTS ARE AS FOLLOWS TRACK T 360 370 380 390 TRACK U 360 370 380 390 END OF ADS-C AND CPDLC MANDATED OTS3.CLEARANCE DELIVERY FREQUENCY ASSIGNMENTS FOR AIRCRAFT OPERATING FROM AVPUT TO TALGO INCLUSIVE: AVPUT TO KETLA 132.02 MAXAR TO URSAP 134.2 ALTOD TO JANJO 128.7 LOMSI TO ALLRY 135.45 ELSIR TO NICSO 135.05 PORTI TO SUPRY 128.45 VODOR TO TALGO 119.424.OPERATORS ATTENTION IS DRAWN TO INTERNATIONAL NOTAM A3151/14 CONCERNING GROSS NAVIGATION ERRORS.EIGHTY PERCENT OF NAVIGATION ERRORS RESULT FROM POOR COCKPIT PROCEDURES. ALWAYS CARRY OUT PROPER WAYPOINT PROCEDURES.5.OPERATORS ATTENTION IS DRAWN TO AIC 40/12 RE DATALINK MANDATE INITIATIVE6.OPERATORS ATTENTION IS DRAWN TO NOTAM A0017/13 RE CHANGE IN NEW YORK CENTER OCEANIC CLEARANCE PROCEDURES.7.OPERATORS ARE ADVISED THAT VERSION 21 OF THE GANDER DATA LINK OCEANIC CLEARANCE DELIVERY CREW PROCEDURES IS NOW VALID AND AVAILABLE AS NAT OPS BULLETIN 2014-003 ON THE WWW.PARIS.ICAO.INT WEBSITE.

Obtaining Clearance (Via –Voice)Initial Call

Gander “Call Sign”Follow Up

“Call Sign” estimating JANJO 0300 (first point of crossing), Request Flight Level 400 Mach .80ATC

“Call Sign” is Cleared to Shannon via Track Quebec maintain FL400 Mach .80Follow Up

“Call Sign” Cleared to Shannon via Track Quebec, TMI 150, FL400, Mach .80Determine the frequency from the OTS message required to call for your oceanic clearance. If crossing along an OTS track, read-back must include the Track designator and TMI number as well as Mach number and Flight Level. If cleared via a Random route, a full read-back of coordinates is required. As the flight progresses toward the MNPS area, Gander and/or Moncton will normally clear you direct to an enroute oceanic fix, therefore changing your first fix ETA for the crossing. Prior to crossing the oceanic entry point, expect Gander to request an update of your new ETA. If cleared across at a different altitude than presently flying, request change of altitude through domestic ATC prior to coast-out. If difficulty is encountered obtaining an oceanic clearance, you may enter the NAT OCA while waiting for clearance. (The exception is Shanwick OCA. In this case call domestic to keep you from entering Shanwick’s OCA. In whatever case, do not hold) First reporting point for the crossing, oceanic entry, will be with Gander either on VHF or assigned HF if beyond VHF coverage. Once on HF, your ATC report will be relayed through a radio operator to the relevant oceanic control center.

Entry Point Position ReportGander “Call Sign” Position.

Follow Up“Call Sign”, JANJO 0257 FL 400, estimating 56N050W 0315, 57N040W Next

Gander domestic will provide Primary and Secondary Gander Oceanic HF frequencies for the 50W position Report if not already done so. (i.e. Primary 8847, Secondary 11235).

50W Report on Gander HFGander “Call Sign” Position on 8847.

Follow Up“Call Sign”, 56N050W 0315, FL400, estimating 57N040W 0415, 57N030W Next SELCAL “LEPS”

40W Report on Gander HFAfter reporting your position Gander will provide Primary and Secondary Shanwick HF frequencies for the handoff at 30W.

30W Report on Shanwick HFShanwick “Call Sign” Position on “HF frequency provided”

On initial call to Shanwick follow the normal position report with a SELCAL check. Follow up your 20W crossing with a position report as required. Normally, after the 20W report, Shanwick will hand you off to VHF domestic to receive a transponder code.

NERS (North European Route System) The operational procedures for NERS are essentially the same as for the NARS. There are 12 “system airports” at present time that use NERS: Brussels, Frankfurt, Dusseldorf, Munich, Manchester, Gatwick, Heathrow, Amsterdam, Paris, Milan, Rome and Zurich. When specified, adherence to NERS is mandatory for NAT eastbound OTS traffic crossing 30W between 0200-0500 UTC. On a NAT eastbound OTS message, NERS requirements will appear in the “EUR RTS EAST” line entry relevant to the oceanic exit point and will list an applicable system airport together with the NERS route identifier. If no NERS is specified then “NIL” is shown.

i.e. ASTIX EUR RTS EDDF E127AASITX is the defining oceanic exit point. The NERS routing will be E127A to Frankfurt.

Additional information can be found in the Enroute tab of the Jeppesen Manual (Atlantic Supplement) pages AT-49 through AT-53. Gander Oceanic Transition Area - GOTA IOM 2.3.4.2The GOTA consists of airspace from 65° 30’ N 060° W, east to the Reykjavik ACC boundary, south to 63° 30’ N 055° W, south to OYSTR, north to PRAWN and then MOATT, then north to 61° N 063° W along the Montreal ACC boundary, north to the Edmonton ACC boundary. GOTA was established 5/29/2014. In conjunction with formation of the GOTA, additional fixes will be incrementally added near the Gander flight information region (FIR) domestic/oceanic boundary over the next two years (2014 - 2016). These fixes will be aligned to accommodate half degree track spacing associated with the Reduced Lateral Separation Minimum (RLatSM) initiative scheduled to begin within the North Atlantic (NAT) Region in 2015.New York OCA IOM 2.3.4KHPN – LPAZ (Santa Maria, Azores) 2250NM (Great Circle) 5 hrsEntering New York Oceanic from New York Domestic, you should expect oceanic clearance on the last radar sector frequency prior to the oceanic boundary. Otherwise, domestic will advise the ARINC frequency to obtain the oceanic clearance. NY Domestic ATC will ask if ready to copy oceanic, about 20 min from boundary. Radar contact is lost prior to first reporting point. Initial call is on HF and must include a WAH (When-Able-Higher) report, and a SELCAL check. Handoff to Santa Maria is at 40W. Santa Maria will also require a WAH report. In 2013, New York OCA established new oceanic clearance procedures. For aircraft planning to enter the NAT via the New York OCA from the NAM, CAR or SAM regions, the IFR clearance to destination received from ATC at the departure airport constitutes the Route portion of the Oceanic Clearance. Once airborne, and prior to entry into the NAT, aircraft will be assigned a Mach number and an Altitude by the FAA prior to NAT entry. Note: For the purpose of this procedure, “complete route” is defined as any route clearance with a clearance limit of the aircraft’s destination.

Flight to Bermuda (TXKF)Same procedures apply for BDA except for the oceanic route clearance. NY Domestic only requests FL and Mach. Prior to MNPS radar contact is loss and New York will request you make position report on ARINC (VHF) at entry point. First reporting point ARINC will provide an HF, so request SELCAL check. Second position report will be BDA’s TMA, at which time radar contact is established. Returning, you are in radar contact on initial climb-out of BDA. You are handed off to New York Oceanic at BDA ’s TMA and must make your first position report. Second report is your exit waypoint.

CPDLC Eastbound IOM 2.3.3Moncton (CYQM) will accept a log-on request 45–15 minutes prior to Moncton’s FIR boundary. Frequency changes are issued by CPDLC, after logged-in, but must be acknowledged also through the FMS to ensure you have taken the hand-off from the previous controller. Initial call-in to the new sector will be “Call Sign” “FLXXX” “CPDLC”. Moncton will automatically switch CPDLC services to Gander at the appropriate time. The aircraft will receive an automated message that Gander has accepted the handoff, which the crew must acknowledge through the FMS. This automated message prompts every time there is a handoff to a new sector. Gander Oceanic will assign HF frequencies for the initial SELCAL check for Gander Radio. Gander Radio call should be “Call Sign” FLXXX” CPDLC” “Shanwick Next”. Gander Radio will provide HF assignments for 30W to call Shanwick. No transmissions are required until 30W, where you will need to perform a SELCAL check with Shanwick. Whenever calling into Shanwick or Gander Radio at 30W for SELCAL provide name of the oceanic exit point. i.e. Gander ‘Call Sign” FLXXX” “CPDLC” exit point “ABCDE”

Westbound ClearanceShanwick OCA IOM 2.3.4.4Boundary Airports:At some airports situated close to oceanic boundaries, the oceanic clearance can be obtained before departure e.g. Prestwick, Shannon, Glasgow, Dublin. Westbound aircraft operating within the UK FIR should request oceanic clearance from Shanwick Oceanic on 123.95 at least 30 minutes before point of entry. Aircraft unable to get clearance on VHF should request clearance on NARTEL HF (North Atlantic Enroute HF RTL Network). Aircraft unable to contact Shanwick, as detailed above, should request the ATC authority for the airspace in which they are operating to relay their request for oceanic clearance to Shanwick. Flights planned to enter the Reykjavik OCA from the Scottish FIR east of 10 °W, should request oceanic clearance from Reykjavik via Iceland Radio or data link. All Other Airports:Request your oceanic clearance at least 40 min prior to OCA entry. Clearance frequencies are published for state of registry for your aircraft. This will be 123.95 for US registered aircraft. If unable VHF, you may use NAT HF family B or D frequencies listed on the Atlantic Chart. When requesting clearance from Shanwick be able to provide highest flight level attainable for requested MACH at OCA boundary on initial contact. It is your responsibility to obtain clearance or re-clearance from domestic ATC to comply with your oceanic clearance (i.e. FL and MACH). Flights entering Shanwick directly from Madrid FIR/UIR should request oceanic on HF at least 40 minutes before the ETA. Your request is still made on 123.95 if outside of OTS times.

Westbound Routings via RATSU (61oN 10oW)Flights intending to route via RATSU (61oN 10oW) clearance will be issued by Scottish to enter Reykjavik OCA. The remainder of the Oceanic Clearance will be issued by Reykjavik Control. A system of preferred routings between the Scottish UIR and the Reykjavik OCA are described in detail in the UK AIP and AIP Iceland.

Example of a Westbound Track Message181259 CZQXZQZX_(NAT-1/2 TRACKS FLS 320/400 INCLUSIVEJUL 19/0100Z TO JUL 19/0800ZPART ONE OF TWO PARTS-S JOOPY 49/50 51/40 52/30 53/20 MALOT GISTIEAST LVLS 320 330 340 350 360 370 380 390 400WEST LVLS NILEUR RTS EAST NILNAR N177D N181F-T NICSO 48/50 50/40 51/30 52/20 LIMRI XETBOEAST LVLS 320 330 340 350 360 370 380 390 400WEST LVLS NILEUR RTS EAST NILNAR N143A N153D-U PORTI 47/50 49/40 50/30 51/20 DINIM ELSOXEAST LVLS 320 330 340 350 360 370 380 390 400WEST LVLS NILEUR RTS EAST NILNAR N105C N117A-V SUPRY 46/50 48/40 49/30 50/20 SOMAX ATSUREAST LVLS 320 330 340 350 360 370 380 390 400WEST LVLS NILEUR RTS EAST NILNAR N59B N73A-W VODOR 45/50 47/40 48/30 49/20 BEDRA NERTUEAST LVLS 320 330 340 350 370 380 390 400WEST LVLS NILEUR RTS EAST NILNAR N41D N53C-X DOVEY 42/60 44/50 46/40 47/30 48/20 48/15 OMOKO GUNSOEAST LVLS 320 330 340 350 370 380 390 400WEST LVLS NILEUR RTS EAST NILNAR NIL-Y JOBOC 41/60 43/50 45/40 46/30 47/20 47/15 ETIKI REGHIEAST LVLS 320 330 340 350 370 380 390 400WEST LVLS NILEUR RTS EAST NILNAR NIL-END OF PART ONE OF TWO PARTS)__

181259 CZQXZQZX_(NAT-2/2 TRACKS FLS 320/400 INCLUSIVEJUL 19/0100Z TO JUL 19/0800ZPART TWO OF TWO PARTS-Z SOORY 42/50 44/40 45/30 46/20 46/15 SEPAL LAPEXEAST LVLS 320 330 340 350 370 380 390 400WEST LVLS NILEUR RTS EAST NILNAR NIL-REMARKS:1.TMI IS 200 AND OPERATORS ARE REMINDED TO INCLUDE THE TMI NUMBER AS PART OF THE OCEANIC CLEARANCE READ BACK.

2.ADS-C AND CPDLC MANDATED OTS ARE AS FOLLOWS ALL TRACKS 350 360 370 380 390 END OF ADS-C AND CPDLC MANDATED OTS3.CLEARANCE DELIVERY FREQUENCY ASSIGNMENTS FOR AIRCRAFT OPERATING FROM AVPUT TO TALGO INCLUSIVE: AVPUT TO KETLA 132.02,MAXAR TO URTAK 134.2,AVUTI TO JANJO 128.7, LOMSI TO ELSIR 135.45,JOOPY TO NICSO 135.05,PORTI TO SUPRY 128.45, VODOR TO TALGO 119.424.80% OF NAVIGATIONAL ERRORS RESULT FROM POOR COCKPIT PROCEDURES. ALWAYS CARRY OUT PROPER WAYPOINT PROCEDURES.5.NAT REGION DATALINK MANDATE PHASE 2A WILL COMMENCE FEB 05 2015 AT 1130Z.FL350-390 INCLUSIVE ON OR AT ANY POINT ALONG THE OTS REGARDLESS OF PUBLISHED ALTITUDES. OPERATORS ATTENTION IS DRAWN TO AIC 2/14.6.OPERATORS ATTENTION IS DRAWN TO NOTAM A0017/13 RE: CHANGE IN NEW YORK CENTER OCEANIC CLEARANCE PROCEDURES.7.OPERATORS ARE ADVISED THAT VERSION 23 OF THE GANDER DATA LINK OCEANIC CLEARANCE DELIVERY CREW PROCEDURES IS NOW VALID AND AVAILABLE AS NAT OPS BULLETIN 2015-001 ON THE WWW.PARIS.ICAO.INT WEBSITE.8.OPERATORS ARE REMINDED TO FILE PRMS WITH NEW YORK AND GANDER CENTRES TO THE FOLLOWING ADDRESSES KZNYZRZD AND CZQXZQZX.9.OPERATORS ARE REMINDED OF THE REQUIREMENT TO CARRY OUT A HF RADIO CHECK AND SELCAL CHECK,IF SELCAL EQUIPED,WHEN CROSSING EACH OCEANIC BOUNDRY WITH THE APPROPRITE AERADIO STATION.-END OF PART TWO OF TWO PARTS)__

Obtaining ClearanceInitial Call

Shanwick “Call Sign”Follow Up

“Call Sign” estimating DOGAL 1330, Request Flight Level 400, Mach .80 able FL430 (or, unable higher) Readback must include Track designator and TMI number. If cleared via a Random route, a full readback of coordinates is required.

ATC“Call Sign” is Cleared to KHPN via Track Delta, maintain FL400 Mach .80

Follow Up“Call Sign” Cleared to KHPN via Track Delta TMI 149, FL400, Mach . 80

Entry Point Position ReportShanwick “Call Sign” Position.

Follow Up“Call Sign” DOGAL 1330 Flight Level 400, estimating 54N020W 1410, 54N030W Next

Entry point as well 20W will normally be with Shanwick on VHF.20W

After position report Shanwick will provide Primary and Secondary HF frequencies for Gander at 30W.30W

Gander “Call Sign” Position on “state HF frequency transmitting on”.Follow up the normal position report with a SELCAL check. A normal position report will also be required at 40W

50WPosition report may be VHF or HF depending on latitude. After Gander copies position report they may give you a transponder code.

NARS (North America Route System) The North America Route System consists of a numbered series of predetermined routes which provide an interface between NAT oceanic routes and North American domestic airspace. Full details of each route structure is published in the Jeppesen Manual.

On a NAT westbound OTS message, NARS will appear in the “NAR” line. i.e. NAR N224E, N228B

North America Route designators 224E and 228B. It should be noted that these routes are subject to occasional changes and are republished/updated on a regular AIRAC 56 day cycle.

Shannon Oceanic Transition Area (SOTA) IOM 2.3.4.5The SOTA is part of the Shanwick OCA and service is provided by Shannon ACC via VHF. Service provided by Shannon (Radar Coverage). on frequency135.6.

North Oceanic Transition Area (NOTA) IOM 2.3.4.5The NOTA is part of the Shanwick OCA and service is provided by Shannon ACC via VHF. Service provided by Shannon (Radar Coverage) on frequencies 122.98.

Breast Oceanic Transition Area (BOTA) IOM 2.3.4.6ATC service in BOTA is provided by Brest (France) ATC, The request for oceanic may be relayed by Brest if unable to contact Shanwick.

Reykjavik OCA IOM 2.3.4.7Flight entering Reykjavik OCA shall contact “Iceland Radio”. From Edmonton, Canada or Murmansk, Russia OCA’s use NAT HF family frequencies listed on the Atlantic Chart. From Scottish or Norway FIR’s use 127.85.

Bodo OCA IOM 2.3.4.8For aircraft transiting westbound call “Bodo Oceanic” on VHF 127.72 not later than 10 minutes prior to entering Bodo OCA or Bodo NAT family D frequencies not later than 30 minutes. SELCAL check is compulsory.

Santa Maria OCA IOM 2.3.4.9Request for clearance will be made through “”Santa Maria Radio” on the NAT HF family frequencies or on 132.07 at least 40 min prior to entry. If entering from Lisbon/Madrid FIR/UIR’s and if unable to contact Santa Maria you may request domestic ATC to contact Santa Maria for clearance. Santa Maria will require a WAH report on initial contact. Flights departing the Azores should request Oceanic from Santa Maria Radio on 127.9 20 minutes before ETD.

FMS Oceanic Clearances (G-IV and CL-604)Eastbound Oceanic Clearance via AFISAs you near the coast out point, Gander will normally send your oceanic clearance via AFIS if AGCS (Air Ground Communication System) is entered in the remarks section of the flight plan. You are still required to contact Gander Oceanic (or your domestic frequency if outside of OTS times) to verify receipt of clearance and provide a full readback.

Westbound Oceanic Clearance via AFISYou may request oceanic clearance from Shanwick via AFIS.

Compose a free text message with the keyword OCDW or OCDWEST in the addressee field.Gulfstream: Enter into “Address” field.Challenger: Enter into “Contact No” field.

The free text message must contain the following information separated by spaces (/ for Honeywell installs).Entry point name, Time, Mach No. Requested Flight Level, followed by highest attainable FL in the remarks.Example.DOGAL / 2245 / M80 / F400 / RMK / Max F430

Acknowledgement and ConfirmationOnce received and verified you must acknowledge by voice using the phrase ORCA.Example: N502PC ORCA clearance received, advise ready for readback.

FMS Oceanic Clearances using ACARS (Global)For the Global, ACARS system, you may initiate your oceanic clearance by sending an FMS oceanic clearance datalink request. Once received, selecting the “Acknowledge” prompt completes the receipt of the oceanic clearance. A receipt of clearance message must follow from ATC to acknowledge that they received your acceptance and must be again acknowledged through the FMS. If an “acknowledge” is not prompted on the FMS then a readback is required via voice.

Operating in MNPSOceanic Entry – Required (per DOD flip chart dated May 11, ‘06)Crew will perform a GNE using ground based navaids prior to coast out.AC91-70A requires a plotting chart for navigation. (2) Turbojet Operations. All turbojet operations, where the route segment between the operational service volume of ICAO standard ground-based NAVAIDs exceeds 725 NM, require plotting procedures. Waypoint CrossingAltimetry IOM 2.3.8

The Crew shall note altimeter readings at coast-out and record all readings on crossing chart. A cross check of primary altimeters will be conducted at one-hour intervals.Maximum difference is 200’.

Position ReportsThe PNF will record the ATA on the master document and then place a diagonal line through that waypoint. The PNF will plot the aircraft position 10 minutes after waypoint passage and place a second diagonal line though that waypoint (creating an X) signifying these duties have been completed.

WAH ReportA “When Able Higher” report must be provided by all flights entering New York and Santa Maria OCA’s. A WAH report includes time or location the flight level will be ABLE to accept. More than one flight level / location may be given. If requesting a change in flight level(s), the word “REQUEST” must be substituted for the word “ABLE” in the report.ETA / ATAIf the estimated time for the next compulsory waypoint, as previously reported to ATC, changes by 3 minutes or more a revised estimate must be transmitted to the ATS unit concerned.RNPThe NAT MNPS defines a requirement for the standard deviation of lateral track errors to be less than 12.6 nm, or an RNP 12.6.Note: a GNE within NAT Airspace is defined as a deviation from cleared track of 25 nm or more. These errors are normally detected by means of long range radars as aircraft leave oceanic airspace. CPDLC aircraft will automatically report a deviation of +/- 300’ or > 5NM from track.HF CommunicationsHF frequencies are divided into “family” frequencies depending on what location in reference to 30W longitude (east or west) the aircraft is registered in. Aircraft registered west of 30W will use NAT B family of frequencies when operating in Gander, Shanwick or Reykjavik ’s OCA. New York and Santa Maria monitor NAT families A and E. Mach Technique IOM 2.3.10.1Longitudinal separation is based on application of True Mach and flight plans are calculated using True Mach.Satellite Availability Suitable geometry:

4 satellites are required to determine position.RAIM

5 satellites are required to detect the presence of a single faulty satellite. RAIM essentially checks to see if the aircraft is tracking with at least 5 satellites in the sky. A pilot defined RAIM can also be accomplished by using the GPS almanac. When the FMS is initially powered, it downloads the GPS almanac (approx. 20 minute download). If the system loses RAIM, the FMS message will show “NO GPS RAIM”. This may be accompanied by a “GPS-FMS DISAGREE” message. This would indicate that FMS and GPS positions disagree by more than 4.0nm for oceanic/enroute. CL-604 will require an FDE for all crossings.

FDE 6 satellites are required to identify the faulty satellite and exclude it from the navigation solution. An FDE check looks for satellites that are NOTAM’d OTS. This check is required for a North Atlantic crossing if using GPS only (no other INS on-board). The FDE program will check for satellite outages along the route of flight to ensure the aircraft still has RAIM. PepsiCo Falcons do not require this check.

RAIM 51 minute rule (if required)The FDE prediction program is required along the route of flight if crossing with GPS as the only means of navigation. GPS outages must not exceed 51 minutes. Otherwise the flight must be cancelled, delayed or re-routed. At the instant RAIM capability is lost it’s assumed that the GPS navigation proceeds to direct the aircraft away from the track at a speed of 35kts. At 35kts. it takes an aircraft 51 minutes to exit the safety buffer (30nm).

Transponder IOM 2.3.6Thirty minutes after MNPS penetration set the transponder to Code 2000. You should note that it is important to change from the last assigned domestic code to the crossing code of 2000 since the original domestic code may not be recognized by the subsequent Domestic Radar Service on exit from the oceanic airspace.Set code 2100 if entering Bermuda TMA Note: this procedure does not affect the use of the special purpose codes (7500, 7600 and 7700) in cases of: unlawful interference, radio failure, emergency.It should, however, be noted that Reykjavik ACC provides a radar control service in the south-eastern part of its area and consequently transponder codes issued by Reykjavik ACC must be retained throughout the Reykjavik OCA until advised by ATC.MET ReportsSince November 2010 in accordance with Amendment 75 to ICAO Annex 3, aircraft are no longer required to give MET reports. However, turbulence or other significant meteorological conditions encountered should be reported to ATC. Entering, Operating and Leaving RVSM LevelsOne automatic altitude-control system must be operative and engaged throughout cruise flight since you are operating in RVSM airspace. When passing waypoints, or upon reaching a new cleared flight level, a cross-check of primary altimeters should be conducted. If at any time the readings of the two primary altimeters differ by more than 200 ft, the aircraft’s altimetry system should be considered defective and ATC must be informed as soon as possible. When changing flight levels within RVSM airspace all vertical speeds should be within 500 to 1000 ft per minute. This can reduce the likelihood of TCAS TAs and RAs occurring and should also help to ensure that the aircraft neither undershoots nor overshoots the cleared flight level by more than 150 feet. Altitude changes must be conducted at the same MACH as issued in the oceanic clearance. Pilots must report leaving as well as reaching any new assigned ATC altitude. CPDLC system will automatically report reaching a new altitude.

Abnormal operational circumstances (e.g. engine failures, pressurization problems, freezing fuel, turbulence, etc.), sometimes require a pilot to change level prior to obtaining a re-clearance from ATC. Such a re-clearance is more difficult to obtain in oceanic or remote areas where DCPC are not necessarily available. In NAT MNPS Airspace, the vast majority of ATS communications are conducted indirectly through a third party radio operator, utilizing HF or VHF facilities. At RVSM levels, greater than moderate to severe turbulence may also increase the level of system risk and crews should report all occasions, while flying in MNPS Airspace, when a 300 ft or more deviation occurs. A special report must be completed for the altitude excursion. File the report with the Operations Manager within 24hrs.The technical height-keeping accuracies of NAT aircraft are passively monitored during flight over one or two Height Monitoring Units (HMUs) located near to Gander in Newfoundland and Strumble in Wales. This monitoring allows the height-keeping accuracies of aircraft types and individual operator’s fleets to be assessed. Any aircraft which does not meet required standards can also be identified. In any such (very rare) case the operator and the State of Registry are advised of the problem and corrective action must be undertaken before further flights in RVSM airspace are conducted.Wake Turbulence – Strategic Lateral Offset Procedure (SLOP) IOM 2.3.10.2Any pilot who encounters a wake turbulence incident when flying in NAT MNPS Airspace should ensure that a detailed report is provided to the NAT CMA. Use the ‘Wake Turbulence Report Form’ in PepsiCo’s IOM.When flying within NAT MNPS Airspace, the pilot may offset from cleared track by up to 1 or 2 NM to the right in order to alleviate the effects of wake turbulence. An ATC report is not required.Weather Deviation IOM 3.1.2.1If an aircraft is required to deviate from track to avoid weather an ATC clearance shall be obtained at the earliest possible time. To indicate priority handling use “Weather Deviation Required”. If a revised clearance cannot be obtained and deviation is required:

• For deviations < 10NM stay at assigned altitude• For deviations > 10NM

• Eastbound Left of Course Descend 300 feet• Eastbound Right of Course Climb 300 feet • Westbound Left of Course Climb 300 feet• Westbound Right of Course Descend 300 feet

Rule of Thumb:Turning to the North – DESCENDTurning to the South - CLIMB

Exiting the OCAAfter leaving oceanic airspace pilots must maintain their assigned Mach Number in domestic controlled airspace until the appropriate ATC unit authorizes a change. You should not exceed your TAS by more than 5% or Mach .10Inertial Navigation System Accuracy CheckAt the end of each flight, an evaluation of accuracy of the aircraft's navigation systems should be carried out. Equipment operating manuals specify maximum for radial errors before a system is considered to be unserviceable. For inertial systems these are in the order of 3 or 4 nm per hour.UVAIR flight Planning SoftwareQ; How does UVAir calculate Magnetic Course at each oceanic waypoint?

A; The Magnetic Course shown on the flight plan is the average course between two waypoints.Q; How does UVAir calculate Wind, Temperature, and Shear?

A; These are average values. Data is used from 1000’ below to 1000’ feet above your flight plan altitude.Q; How does UVAir calculate ETP one-engine drift-down, decompression and all-engine return fuel burns?

A; Drift-down starts with setting MCT and drifting down at the drift-down speed schedule. Level at the scheduled drift-down altitude, the flight planning software uses LRC speed schedule to the ETP alternate. Decompression uses an immediate descent to FL100 and then LRC speed schedule to the ETP alternate.All-engine cruise return at altitude uses and LRC speed schedule at the ETP.

Contingency Procedures IOM 3.1.0Loss of LRNS

The Gulfstream’s have 4 sensors; GPS 1, 2 and IRS 1, 2. IRS 3 is platform only.The Global also has 5 sensors. GPS 1, 2 and IRS 1, 2 and 3. N500PC has a spare FMS and must be selected using the respective switch, FMS1 or FMS2. The FMS must be fully reprogrammed.N502PC has a GNS-LX system which may be selected from the DC “NMS.”N815PA has a third FMS.

Failure of One of Two remaining navigation systemsBefore Takeoff Canadian / Greenland, Iceland Routes “Blue Spruce”

Refile according to “Special Routes”.“UK, Spain, Portugal / Azores, Madeira Routes”

Refile according to “Special Routes”.Prior to Entry

Obtain re-clearance via “Special Routes”, orObtain re-clearance above or below MNPS, or Consider landing at a suitable airport or return to destination.

After EntryContinue on cleared flight plan.Exercise judgment

Assess prevailing circumstances and exercise judgment as to course of action i.e. obtain re-clearance, climb above or descend below MNPS airspace, reverse course to exit MNPS. Consult with ATC so that the most suitable action can be taken.

Failure of remaining LRNS within MNPS IOM 3.4.0Communicate

Notify ATC.Broadcast situation on 123.45 and 121.5 to notify nearby aircraft.

Altitude ChangeBelow FL410, consider

Changing altitude by 500 feet If above FL410, consider

Changing altitude by 1000 feetAt FL410

Descend 500 feet or Climb 1000 feetDead Reckon to maintain track. Reference aircraft heading from Master Document.

Loss of Communications IOM 3.5.0Prior to entering MNPS

Loss Comm. without an oceanic clearanceDivert or fly the Flight Plan Route, speed and planned flight level to landfall.

Loss Comm. with an oceanic clearanceFly oceanic clearance landfall.

Prior to exiting MNPSLoss Comm. while on cleared flight plan.

Fly oceanic clearance to landfall then continue via flight plan route. Lost Comm. while cleared on other than flight plan route

Fly oceanic clearance to landfall. After that point rejoin filed flight plan route by proceeding directly to the next significant point ahead of aircraft as contained in the filed flight plan. Where possible use ATS routes then continue via filed flight plan route.

HF BlackoutHF Blackout (HF Comm. Domestic ATC environment), without an oceanic clearance

Continue at Domestic cleared flight level and follow flight planned route and speed until land fall.HF Blackout (HF Comm. Domestic ATC environment), with an oceanic clearance

Fly oceanic clearance to landfall.

In-Flight Emergency while operating within the OTS.Maintaining assigned Flight Level?

- Turn at least 45º or up to 135º to the left or right of flight plan track.- Acquire a parallel track using a 15NM offset. (continue? or return?)

If continuing in same direction, offset flight plan by 15nm. If returning, recall flight plan from database “invert and activate” then offset by 15nm.

Alternatives.Option #1: Re-enter all required waypoints but in the opposite direction, then apply the 15nm offset.Option #2: Add or subtract 15 minutes of latitude from the coordinate defining your original track. e.i. 5050N to 5140N, if off-setting

south and returning westbound enter: 50 45’N 40W to 49 45’N 50WTo remember: off-setting south is always 45º of latitude and off-setting north is always 15º of latitude.

At the 10nm offset point:- If below FL410 offset 500’- If > FL410 offset 1000’ - If at FL410 climb 1000’ or descend 500’

Unable to maintain assigned Flight Level?- While turning to establish offset, acquire correct drift down speed for aircraft weight.- Ensure drift down altitude is offset by 500 feet if still within MNPS airspace.

In-Flight Emergency while operating above and across the OTS and unable to maintain altitude.- If unable to maintain altitude and a descent is required through the OTS, plan on paralleling an adjacent OTS track and offset by

15NM.- Ensure drift down altitude is offset by 500 feet if still within MNPS airspace.

Loss Communication Regulation ProceduresICAO

VMCLand at nearest suitable airport, or if not feasible follow IMC rules below.

IMCIn non-radar environment: Maintain last assigned speed and level (or min altitude if higher) for a period of twenty minutes following failure to report over compulsory reporting point then adjust speed and altitude to filed flight plan.In radar environment: Maintain last assigned speed and level for a period of seven minutes following:

- The time the last assigned level (or min altitude if higher) is reached, or - The time the transponder is set to 7600, or - The aircraft’s failure to report over the compulsory reporting point.

Whichever is later and thereafter adjust level and speed in accordance with filed flight plan.

FAAVMC

If the failure occurs in VFR conditions, or if VFR conditions are encountered after the failure, each pilot shall continue the flight under VFR and land as soon as practicable.

IMCRoute: By the route assigned in the last ATC clearance received.

If being radar vectoredBy the direct route from the point of radio failure to the fix, route, or airway specified in the vector clearance.

In the absence of an assigned routeBy the route that ATC has advised may be expected in a further clearance; or

In the absence of an assigned route or route ATC has advised may be expected in a further clearance.By the route filed in the flight plan.

Altitude:At the highest of the following altitudes or flight levels for the route segment being flown:The altitude or flight level assigned in the last ATC clearance received, or The minimum altitude for IFR operations, orThe altitude or flight level ATC has advised may be expected in a further clearance.

Leave clearance limit. When the clearance limit is a fix from which an approach begins, commence descent or descent and approach as close as possible to the expect-further-clearance time if one has been received, or if one has not been received, as close as possible to the estimated time of arrival as calculated from the filed or amended (with ATC) estimated time en route.

If the clearance limit is not a fix from which an approach begins, leave the clearance limit at the expect-further-clearance time if one has been received, or if none has been received, upon arrival over the clearance limit, and proceed to a fix from which an approach begins and commence descent or descent and approach as close as possible to the estimated time of arrival as calculated from the filed or amended (with ATC) estimated time en route.

West Atlantic Route System (WATRS Plus) IOM 2.2.1.2GeneralThe WATRS Plus is made up of the West Atlantic Route System, Bermuda CTA, San Juan CTA and the Atlantic portion of Miami’s Oceanic CTA.Normal lateral separation for Non-RNP 10 or RNP4 aircraft is 90NM, otherwise RNP10 and RNP4 aircraft are separated by 50NM.

Routes that are located within radar and VHF coverage: M201 between BAHAA and PAEPR and L453 between PAEPR and AZEZU have replaced A761 between HANRI and ETOCA and R511 between ELTEE and AZEZU. At and above FL310, the new route segments are within radar and VHF coverage. Operations at and above FL310 on these route segments will not require RNP-10 authorization and will remain the same as those conducted on the existing A761 and R511 route segments. Note: Pilots shall not apply Strategic Lateral Offset Procedures (SLOP) on these route segments.

The WATRS area is defined as beginning at a point 27°00'N/77°00'W direct to 20°00'N/67°00'W direct to 18°00'N/62°00'W direct to 18°00'N/60°00'W direct to 38°30'N/60°00'W direct to 38°30'N/69°15'W, thence counterclockwise along the New York Oceanic CTA/FIR boundary to the Miami Oceanic CTA/FIR boundary, thence southbound along the Miami Oceanic CTA/FIR boundary to the point of beginning.

Equipment RequiredTwo independent LRNS’s capable of navigating to the published RNP.

RVSMTwo independent primary altitude measurement systemsOne automatic altitude control system (capable of holding altitude within +/- 65 feet)One altitude alerting system

OperationsPrior to entering the WTRS area the controlling agency, New York, Miami or San Juan center will ask for your requested cruising Flight Level and Mach speed. Operating within the WTRS area ATC will hand you off to ARINC for position reports on HF. On initial call to ARINC initiate a SELCAL check. Normal position reporting procedures are required along the route of flight. Not all waypoints along the airways are required position reporting waypoints.

Contingency ProceduresContingency procedures for the WTRS airspace are the same as the North Atlantic in respect to slop, weather deviations and emergency procedures.

Entering WTRS from South AmericaAn example when arriving from Brazil. If routing takes the flight across French Guyana, Suriname Guyana and/or Piarco, upon entering the respective country’s FIR, report approaching waypoint name, Flight Level and Waypoint/ETA of the flight plan country’s exit point. (Piarco FIR includes Trinidad north to St.Kitts/Barbuda latitude.Entering the WTRS from San Juan expect to provide requested FL, Mach and ETA for the flight plan’s WTRS oceanic entry point. San Juan FIR includes Porto Rico, St. Croix and St Maarten islands. San Juan will hand the flight off to New York Oceanic prior to the FIR boundary. New York oceanic will provide initial HF frequencies for the position reports. If the crossing takes you within BDA (Bermuda) TMA, you will be in radar contact until the exit point. Expect Arinc to provide BDA’s TMA VHF frequency for the FIR entry point and HF assignment for Arinc for the exit point. On initial contact with New York at the BDA TMA also provide the exit point from the TMA.

CANPASS OperationsOperations into Canada whether for a tech-stop or destination must abide by CanPass procedures. PepsiCo does not possess a CanPass permit, but follows the same protocol. Dispatch will fax a copy of the GenDec to Canadian customs, but the PIC must still phone CanPass. If the fax is received by customs they will ask if there are any changes. Flight planning into Canada from the USA is filed by the PIC through one of PepsiCo’s on-line vendors, such as AirInc. The vendor will originate a flight plan and file it using NAVCANADA’s required ICAO flight planning format. Ensure to leave a contact number in the event NAVCANADA does no accept your filed route. If routing through Canada on a tech-stop, flight planning is done by one of our international flight planning vendors. AOE can be found at www.ccra-adrc.gc.ca web site. Ensure the AOE is available for non-CANPASS permit operators.

PIC RequirementThe PIC must call CanPass (1-888-226-7277) at least 2 hours, but not more than 48 hours, prior to arrival into Canada. If a GenDec was not originally faxed you must be prepared to provide the following:

• Arrival Airport, Date and ETA

• Registration Number

• Provide full name, DOB, and citizenship of crew and passengers

• Visa, if applicable, for any passengers

• Declare all goods going into Canada. You will be asked if you are carrying firearms or currency exceeding CAN $10,000.

Arrival into CanadaIf a customs officer is not present to meet the aircraft, the PIC must call CanPass again. An officer of the reporting center will give an arrival report number that the PIC should write down for future reference.

Returning to the U.SAgain, dispatch will fax a GenDec to customs at destination. It is recommended the PIC call customs to verify passenger information and ETA. Numbers for customs can be located on the aircraft’s onboard J-AID. Also take notice of the minimum contact time required by customs, just in the event customs does not possess your arrival information.