NORTH ATLANTIC OPERATIONS AND AIRSPACE MANUAL NAT Document #007, V.2020-2 Applicable from July 2020
Nothing all that new in this bulletin. Basically, this is a combination and update of the four previous NAT Ops Bulletins covering ACARS Datalink receipt of oceanic clearance in the Gander, Reykjavik, Shanwick and Santa Maria FIR’s. Specific OCA procedures are combined into this one document are Gander, Reykjavik, Shanwick and Santa Maria. This is a good procedural review for ACARS Datalink oceanic clearance in the NAT HLA.
Here are some of the highlights in a timeline format:
Gander and Edmonton SATCOMVoice
SATVOICE is not a replacement for ADS-C, CPDLC, VHF, or HF communications. SATCOMVoice can be used as a means of reducing the risk during a communications failure, improving the safety of operations, and alleviating HF congestion.
I was recently schooled by a maintenance director at a 91/GA operator based here in the US. MEL (D195), repair category’s A,B,C,D do not apply, only provisos such as “Before Next Flight…” must be adhered to. IF: a prolonged time has passed, maintenance must produce a review of the deferred item and ensure the continued compliance.
The reference for this is FAA Order 8900.1, Volume 4, Chapter 3, Section 2, Paragraphs 4-647 and 4-648. This is further defined in MMEL Policy Letter #025, item #24.
Reference, NAT Ops Bulletins 2020-001, 6APR20. Nothing all that new in this bulletin. Basically, this is a combination and update of the four previous NAT Ops Bulletins covering ACARS Datalink receipt of oceanic clearance in the Gander, Reykjavik, Shanwick and Santa Maria FIR’s. Specific OCA procedures are combined into this one document are Gander, Reykjavik, Shanwick and Santa Maria. This is a good procedural review for ACARS Datalink oceanic clearance in the NAT HLA. Here are some of the highlights in a NAT HLA crossing timeline format:
As of 18FEB20, LOA B034 for Part 91/GA operators has been “Decommissioned” by the FAA. OpSpec B034 for commercial and Part 91K is still active.
This means that an AFM or POH statement of compliance with RNAV-1 or RNAV-2 do not need to separately demonstrate compliance with RNAV 5 criteria. Consequently, there is no longer a need for part 91 LOA B034.FAA POIs will discontinue work on reviewing an application or requests to amend an existing part 91 LOA B034.
Here is a suggested reading list for pilot’s starting (Initial) or maintaining an International Ops Qualification:
AC 91-70, Chapters 1,2,5, & 6
- AC 90-105,Chapters 6 thru 9
- AC 20-138, Chapter 6 thru 8 and Appendix 1 thru 3
- AC 90-96, Appendix 1 and 2
- FAA Domestic/International NOTAMS, Chapter 1,2,5, & 6
- ICAO Annex 2, Chapters 1-5 and Appendix 2
Much of international flight operations is knowing what to expect when you are out and away from the familiar territory of “Home Base USA”. This becomes an exercise in sorting the wheat from the chaff, or urban legend from current procedures and requirements. The real tuff part is that with our notoriously short pilot attention span coupled to a vast amount of data sources, this becomes a planning chore that is often overlooked or given over to planning services and manual writers. Not the best practice nor is it a recipe for continued success.
AGHME sites going away, the NAT site in Strumble being unreliably in-service and the EURO site in Switzerland, Austria and Germany usually of reach… Monitoring results from these sources is problematic. Simply stated, there is still a worldwide requirement for 24mos/1000hrs RVSM monitoring.
About a year ago the big news was that if you had ADS-B, you did not need to be monitored domestically. This was only half the story. The FAA is actually monitoring the aircraft while in RVSM and ADS-B coverage. The FAA then sending out notices IF: you did not meet the RVSM standards.
The North Atlantic Systems Planning Group, NAT SPG has published the newest version of NAT Document #007, North Atlantic Operations And Airspace Manual. This is the “How-To” book for operating in and around the NAT HLA. Here is a link to the download.