NAT HLA w/o Mach Number Assigned

Operating in the NAT HLA without an Mach Number Assigned

NAT Ops Bulletin #2019-001 was issued 9JUL19 and contains the operational information for pilots to understand the criteria and selection for operating in the NYC East, Shanwick and Santa Maria  FIR’s w/o a specific Mach Number assigned.
Here is the link for full details: 
 
Here are the bullet Points:

  • FANS 1/A or NON-FANS1/A you are eligible for “Operations Without Assigned Speed, OWAFS” with or without radar monitoring or Space based ADS-B.
  • Your initial Oceanic Clearance will contain an Assigned Mach Number to be maintained +/- 0kts.
  • Pilots are not to voice request a “Operations Without Assigned Speed, OWAFS”
  • Pilots may request a CPDLC Resume Normal Speed”
  • Pilots can expect this procedure when exiting the Oceanic FIR to a domestic fix
  • When ATC sees that they can offer “Operations Without Assigned Speed, OWAFS” You will get a CPDLC Message “Resume Normal Speed”
  • Voice only players will get a SELCAL and an HF Voice to “Resume Normal Speed”
  • If the desired new speed is .02 Mach different form the previously assigned speed, This must be notified to ATC at the time of the “Resume Normal Speed” message.

Trial expansion of Advanced Surveillance-Enhanced Procedural Separation,ASEPS

NAT Ops Bulletin #2019-002 was issued 9JUL19 and contains the operational information for pilots to understand the concept of ATC’s implementation of Space Based ADS-B for monitoring in the NAT HLA. Similar to this the Canadian have AIC #7/19 on the same subject. We will cover both here.

Here is the link to Nat Ops Bulletin #2019-002: 

Here is the link to NAV Canada AIC #7/19: 

Here are the bullet Points:

  • Advanced Surveillance-Enhanced Procedural Separation, ASEPS begins in the NAT HLA on 10OCT19 and is projected to end 5NOV20. This is expected to be implemented as normal ops at the end date.
  • You do not need to apply for the trial, your flight plan codes and approvals are key. 
  • You will need to be approved for FANS1/A with PBCS (RSP180/RCP240) RVSM, ADS-B (1090Mhz), RNP-4 to be in the trial.
  • The notification to ATC that you have all these approvals are as follows:
    • FANS1/A = LOA/OpsSpec A056
    • FANS1/A needs “J5” IMARSAT or “J7”IRIDIUM in Block#10 on the flight  plan
    • FANS1/A also needs “REG/XXXXX” in Block#18 on the flight plan
    • FANS1/A also needs “D1” in Block#10 on the flight plan

And...

  • FANS1/A with PBCS= “P2” in block #10 on the flight  plan with monitoring data to prove this onboard
  • FANS1/A with PBCS also needs “SUR/RSP180” in Block#18 on the flight plan

And...

  • RVSM= LOA/OpsSpec B046 with monitoring data
  • RVSM also needs “W” in Block#10 on the flight plan

And...

  • ADS-B with 1090Mhz  needs “B1” Block#10 on the flight plan  

And...

  • RNP-4 for NAT HLA Ops =LOA/OpsSpec B036 and B039 
  • RNP-4 needs“PBN/LI” in Block#18 on the flight plan

And...

You will need to be have an operating ACAS/TCASII

No new waypoints are to be introduced and Lateral separation only can be reduced to 19NM when turning past oceanic waypoints.  

Edmonton Flight inforMAtion Region, FIR



The Canadians have combined ground based and spaced based ADS-B together in Edmonton FIR. As of 30APR19, Edmonton Control is providing 5NM separation within VHF communication coverage.

On 7OCT19, Edmonton Control will begin applying the following separation minima using ATS surveillance systems, where VHF voice communication is not available,by means of space-based ADS-B with active FANS1/A CPDLC.



To be assigned this reduced separation you will need:

  • ADS-B, with dedicated 1090 MHz out capability
  • Aircraft meeting the specifications for RNP 4
  • Aircraft meeting the specifications of RCP 240
  • FANS1/A “J7”IRIDIUM is unrestricted in Edmunton FIR
  • FANS1/A “J5”IMARST is restricted to south of 80˚ North in Edmunton FIR



Once these approvals are onboard and ATC notified by your flight plan codes, pilots can expect:

  • 14 NM longitudinal separation, provided the relative angle between the tracks is less than 45 degrees.
  • 17 NM longitudinal separation, provided the relative angle between the tracks is less than 90 degrees.
  • 19 NM lateral separation between parallel or non-intersecting tracks.
  • Opposite-direction aircraft on reciprocal tracks may be cleared to climb or descend to or through the levels occupied by another aircraft, provided that the aircraft have reported by ADS-B that they passed each other by 5 NM.

 

FANS1/A Datalink Performanc Improvement in NAT HLA



NAT Ops Bulletin #2019-003 was issued 9JUL19 and contains the operational information for pilots to improve the FANS1/A CPDLC performance so as to achieve RCP240 and RSP180. Basically this is a list of what combination of aircraft and FMS/Software that are capable to operate with FANS1/A CPDLC in the NAT HLA. This bulletin also gives a list of recommended pilot actions once airborne. Here is a link to NAT Ops Bulletin #2019-003

Here are the bullet Points:

  • HF Datalink is a non-starter for RCP/240
  • Ensure that you disable VHF Datalink (SATCOM ONLY) before entering the NAT HLA
  • Answer all CPDLC messages within 60sec, even with a “STBY”
  • Excellent list ofaircraft and FMS/Software capable on pages 7-10

 

European CPDLC ATN-B1 Mandate Exemptions Expanded



As of 8JUL19 the EU has amended EC)No 29/2009 that was to mandate CPDLC via the ATN B1 network by FEB 2020. The EU objective was to have at least 75 % of the European flights be equipped with data link capability. They are near 40% currently. CPDLC via ATN B1 is can be simply described as “CPDLC by Cellphone Towers” where CPDLC via FANS1/A can be can simply be described as “CPDLC via SATCOM”. So the ideas seems to be to exempt the marginal traffic players from the CPDLC via ATN B1 inside the EU for now. 

This means that if you are:

  • CPDLC via FANS 1/A ( Different for CPDLC via ATN B1
  • Certificate of airworthiness first issued before 31DEC03 and will cease operation in EU airspace before 31DEC22
  • Maximum seating capacity of 19 passengers or less and a maximum certified takeoff weight of 100,000lbs or less and with a first individual certificate of airworthiness issued before 5FEB20
  • Are a “State” aircraft

You do not need to equip with CPDLC via ATN B1 for now. Obviously this is where the EU is headed but this is a huge reprieve for the time being. Here is a link to the full document: 
Bottomline

  1. 1. NAT HLA is moving forward with reduced separation with Spaced Based ADS-B
  2. 2. The NAT HLA goal is to have everybody on reduced separation random routes
  3. 3. FANS1/A is becoming the standard for NAT HLA ops
  4. 4. PBCS is a subset of FANS1/A not a requirement for LOA/OpsSpec A056
  5. 5. There is a comprehensive list of CPDLC capable aircraft/FMS/Software load
  6. 6. "Blue Spruce" routing requires ADS-B
  7. 7. In some cases, ATC can assign a variable mach number in NAT HLA
  8. 8. Answer CPDLC within 60sec, even if its only "STBY"
  9. 9. EU standards for CPDLC are different from the rest of the world and have examined the exemptions for non-equipage.
  10. 10. There are more changes coming, Select "STBY" ;)