427:
the evening thereby allowing passengers to arrive at their destination in the morning. Westbound departures typically leave Europe between early morning to late afternoon and arrive in North
America from early afternoon to late evening. In this manner, a single aircraft can be efficiently utilized by flying to Europe at night and to North America in the day. The tracks are updated daily and their position may alternate on the basis of a variety of variable factors, but predominantly due to weather systems.
404:(SLOP) was introduced to the North Atlantic airspace to reduce the risk of mid-air collision by spreading out aircraft laterally. It reduces the risk of collision for non-normal events such as operational altitude deviation errors and turbulence induced altitude deviations. In essence, the procedure demands that aircraft in North Atlantic airspace fly track centreline or one or two nautical mile offsets to the right of centreline only. However, the choice is left up to the pilot.
22:
277:
257:
track, and eastbound tracks (valid from 01:00 UTC to 08:00 UTC at 30W) are indicated by the letters Z,Y,X,W etc. (as far as N if necessary, omitting O), where Z is the southernmost track. Waypoints on the route are identified by named waypoints (or "fixes") and by the crossing of degrees of latitude and longitude (such as "54/40", indicating 54°N latitude, 40°W longitude).
232:
220:
385:, (ADS-C & ADS-B), voice position reports on HF are no longer necessary, as automatic reports are downlinked to the Oceanic Control Centre. In this case, a SELCAL check only has to be performed when entering the oceanic area and with any change in radio frequency to ensure a working backup system for the event of a datalink failure.
497:
did not travel on the North
Atlantic Tracks as it flew between 45,000 and 60,000 ft (14,000 and 18,000 m), a much higher altitude than subsonic airliners. The weather variations at these altitudes were so minor that Concorde followed the same track each day. These fixed tracks were known as
368:
Since there is little radar coverage in the middle of the
Atlantic, aircraft must report in as they cross various waypoints along each track, their anticipated crossing time of the next waypoint, and the waypoint after that. These reports enable the Oceanic Controllers to maintain separation between
349:
Contingency plans exist within the North
Atlantic Track system to account for any operational issues that occur. For example, if an aircraft can no longer maintain the speed or altitude it was assigned, the aircraft can move off the track route and fly parallel to its track, but well away from other
70:
impact on the aircraft. This results in much more efficiency by reducing fuel burn and flight time. To make such efficiencies possible, the routes are created twice daily to take account of the shifting of the winds aloft and the principal traffic flow, eastward in North
America evening and westward
345:
route charges. The aircraft will then contact the
Oceanic Center controller before entering oceanic airspace and request the track giving the estimated time of arrival at the entry point. The Oceanic Controllers then calculate the required separation distances between aircraft and issue clearances
256:
which link into the airspace system of North
America and Europe. Each route is uniquely identified by a letter of the alphabet. Westbound tracks (valid from 11:30 UTC to 19:00 UTC at 30W) are indicated by the letters A,B,C,D etc. (as far as M if necessary, omitting I), where A is the northernmost
244:
Using a NAT Track, even when they are active in the direction an aircraft is flying, is not mandatory. However, less than optimum altitude assignment, or a reroute, is likely to occur. Therefore, most operators choose to file a flight plan on a NAT Track. The correct method is to file a flight plan
482:
can be lowered from 40 nmi (74 km) longitudinally to 14–17 nmi (26–31 km), while lateral separations will be reduced from 23 to 19 nmi (43 to 35 km) in
October and to 15 nmi (28 km) in November 2020. In the three following months, 31,700 flights could fly at
426:
The tracks reverse direction twice daily. In the daylight, all traffic on the tracks operates in a westbound flow. At night, the tracks flow eastbound towards Europe. This is done to accommodate traditional airline schedules, with departures from North
America to Europe scheduled for departure in
161:
caused by the jetstream. Tracks to Europe use the jetstream to their advantage by routing along the strongest tailwinds. Because of the difference in ground speed caused by the jetstream, westbound flights tend to be longer in duration than their eastbound counterparts. The North
Atlantic Tracks
61:
to maintain separation between aircraft. The primary purpose of these routes is to allow air traffic control to effectively separate the aircraft. Because of the volume of NAT traffic, allowing aircraft to choose their own co-ordinates would make the ATC task far more complex. They are aligned in
83:
was signed. After World War II, increasing commercial airline traffic across the North Atlantic led to difficulties for ATC in separating aircraft effectively, and so in 1961 the first occasional use of NAT Tracks was made. In 1965, the publication of NAT Tracks became a daily feature, allowing
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their optimum speeds, saving up to 400–650 kg (880–1,430 lb) of fuel per crossing. Capacity is increased as NATS expects 16% more flights by 2025, while predicting that 10% of traffic will use the Organized Track System in the coming years, down from 38% today.
381:(selective calling). The use of SELCAL allows an aircraft crew to be notified of incoming communications even when the aircraft's radio has been muted. Thus, crew members need not devote their attention to continuous radio listening. If the aircraft is equipped with
248:
A typical routing would be: DCT KONAN UL607 EVRIN DCT MALOT/M081F350 DCT 53N020W 52N030W NATA JOOPY/N0462F360 N276C TUSKY DCT PLYMM. Oceanic boundary points for the NAT Tracks are along the FIR boundary of Gander on the west side, and Shanwick on the east side.
173:
The day prior to the tracks being published, airlines that fly the North Atlantic regularly send a preferred route message (PRM) to Gander and Shanwick. This allows the ATC agency to know what the route preferences are of the bulk of the North Atlantic traffic.
498:'Track Sierra Mike' (SM) for westbound flights and 'Track Sierra November' (SN) for eastbounds, with an additional 'Track Sierra Oscar' (SO) used if necessary. An additional route, 'Track Sierra Papa' (SP), was used for seasonal
49:, within the North Atlantic airspace region. They ensure that aircraft are separated over the ocean, where there is little radar coverage. These heavily travelled routes are used by aircraft flying between
350:
aircraft. Also, pilots on the North Atlantic Tracks are required to inform air traffic control of any deviations in altitude or speed necessitated by avoiding weather, such as thunderstorms or turbulence.
346:
to the pilots. It may be that the track is not available at that altitude or time so an alternate track or altitude will be assigned. Aircraft cannot change assigned course or altitude without permission.
361:, errors can and do occur. While typically not dangerous, two aircraft can violate separation requirements. On a busy day, aircraft are spaced approximately ten minutes apart. With the introduction of
423:), or from one whole degree of latitude to a half degree. This allows more traffic to operate on the most efficient routes, reducing fuel cost. The first RLAT tracks were published in December 2015.
57:, operating between the altitudes of 29,000 and 41,000 ft (8,800 and 12,500 m) inclusive. Entrance and movement along these tracks is controlled by special oceanic
382:
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controllers to force traffic onto fixed track structures in order to effectively separate the aircraft by time, altitude, and latitude. In 1966, the two agencies at
128:
767:
370:
777:
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542:
365:, aircraft traveling along these tracks can monitor the relative position of other aircraft, thereby increasing the safety of all track users.
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571:"Exchange of notes constituting an agreement relating to the Oceanic Area Control Centres at Shannon and Prest wick. Dublin, 28 March 1966"
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Since 2017, aircraft can plan any flight level in the NAT HLA (high level airspace), with no need to follow ICAO standard cruising levels.
668:
486:
In 2018, 500,000 flights went through; annual fuel savings are expected around 38,800 t (85,500,000 lb), and may improve later.
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The first implementation of an organised track system across the North Atlantic was for commercial shipping, dating back to 1898 when the
649:
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with an Oceanic Entry Point (OEP), then the name of the NAT Track, e.g. "NAT A" for NAT Track Alpha, and the Oceanic Exit Point (OXP).
401:
121:
341:/flight operations officers will determine the best track based on destination, aircraft weight, aircraft type, prevailing winds and
408:
324:
195:
138:
519:
302:
80:
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A ‘random route’ must have a waypoint every 10 degrees of longitude. Aircraft can also join an outer track half way along.
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2019 - ASEPS (Advanced surveillance enhanced procedural separation) introduced following introduction of Space Based ADS-B.
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Increased aircraft density can be achieved by allowing closer vertical spacing of aircraft through participation in the
706:"Concept of Operations for Integrating Commercial Supersonic Transport Aircraft into the National Airspace System"
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25:
North Atlantic Tracks for the westbound crossing of February 24, 2017, with the new RLAT Tracks shown in blue
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194:. Air traffic controllers responsible for the Gander FIR are based at the Gander Oceanic Control Centre in
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The specific routing of the tracks is dictated based on a number of factors, the most important being the
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daily with the routes and flight levels to be used in each direction of travel, available online.
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33:, officially titled the North Atlantic Organised Track System (NAT-OTS), are a structured set of
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711:. Langley Research Center, Hampton, Virginia: National Aeronautics and Space Administration.
411:(RLAT) was introduced. RLAT reduces the standard distance between NAT tracks from 60 to 30
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85:
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aircraft. These reports can be made to dispatchers via a satellite communications link (
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170:(CZQX), in consultation with other adjacent air traffic control agencies and airlines.
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599:"EGGX Shanwick FIR 2017 Operational Changes – Oceanic – International Ops 2017"
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While the routes change daily, they maintain a series of entrance and exit
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377:(HF) radios. In the case of HF reports, each aircraft operates using
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1977 – Minimum navigation performance specifications (MNPS) introduced
543:"Flight Service Bureau - Nat Track Structure Valid Date: 12 Nov 2015"
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378:
203:
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42:
669:"How the busiest oceanic airspace manages safety in a world first"
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443:
20:
650:"Transatlantic Surveillance From Space Is Making Flights Greener"
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394:
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relayed every few seconds by 450 nmi (830 km) high
687:"Air Traffic Control of Concorde over the North Atlantic"
157:—aircraft going from North America to Europe experience
605:. 2017-02-15. Archived from the original on 2017-04-30.
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Air traffic controllers responsible for the Shanwick
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Provision of North Atlantic Track air traffic control
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1981 – Longitudinal separation reduced to 10 minutes
353:Despite advances in navigation technology, such as
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2011 – Longitudinal separation reduced to 5 minutes
407:On 12 November 2015, a new procedure allowing for
96:, with responsibility out to 30°W longitude.
8:
305:. Unsourced material may be challenged and
731:Current North Atlantic Weather and Tracks
325:Learn how and when to remove this message
704:Underwood, Matthew C. (December 2017).
531:
608:
537:
535:
7:
768:Air traffic control in North America
654:Aviation Week & Space Technology
303:adding citations to reliable sources
131:overtakes HF as primary comms method
400:Additionally from 10 June 2004 the
402:strategic lateral offset procedure
14:
409:reduced lateral separation minima
37:routes that stretch from eastern
739:North Atlantic Operations Manual
383:automatic dependent surveillance
275:
230:
218:
113:approved for navigation on NAT;
99:Other historical dates include:
733:. NAT Tracks Maps & Weather
667:David Learmount (25 Oct 2019).
552:. November 2015. Archived from
188:Shanwick Oceanic Control Centre
184:flight information region (FIR)
778:Aviation in the Atlantic Ocean
520:Pacific Organized Track System
81:North Atlantic Track Agreement
62:such a way as to minimize any
1:
763:Air traffic control in Europe
648:Tony Osborne (Sep 16, 2019).
460:National Air Traffic Services
337:Prior to departure, airline
389:Maximizing traffic capacity
237:Eastern Boundary – Shanwick
16:Transatlantic flight routes
794:
454:At the end of March 2019,
726:Current NAT Track message
615:: CS1 maint: unfit URL (
225:Western Boundary – Gander
200:Newfoundland and Labrador
631:"North Atlantic Tracks"
603:flightservicebureau.org
190:at Prestwick Centre in
26:
462:(NATS) activated the
124:introduced on the NAT
31:North Atlantic Tracks
24:
773:Transatlantic flight
299:improve this section
71:twelve hours later.
35:transatlantic flight
753:Air traffic control
480:Aircraft separation
476:air traffic control
343:air traffic control
635:www.notams.faa.gov
472:Iridium satellites
339:flight dispatchers
192:Ayrshire, Scotland
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691:Heritage Concorde
450:Space-based ADS-B
419:; 111 to 56
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267:Flying the routes
186:are based at the
162:are published by
92:merged to become
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737:ICAO NAT Doc 007
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59:control centres
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720:External links
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559:on 2015-12-22.
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458:and the UK's
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284:This section
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66:and maximize
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51:North America
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39:North America
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673:Flightglobal
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582:. Retrieved
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554:the original
550:fsbureau.org
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466:space-based
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315:January 2021
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297:Please help
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30:
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166:(EGGX) and
45:across the
41:to western
747:Categories
584:2021-05-25
526:References
456:Nav Canada
442:publish a
436:Nav Canada
141:introduced
68:tail winds
64:head winds
478:centers.
397:program.
373:) or via
286:does not
254:waypoints
159:tailwinds
155:jetstream
117:withdrawn
90:Prestwick
611:cite web
514:See also
508:Barbados
506:to/from
495:Concorde
490:Concorde
94:Shanwick
307:removed
292:sources
137:2015 –
127:2006 –
120:1997 –
109:1996 –
86:Shannon
75:History
580:. 1992
464:Aireon
438:, and
379:SELCAL
204:Canada
196:Gander
55:Europe
43:Europe
709:(PDF)
574:(PDF)
557:(PDF)
546:(PDF)
468:ADS-B
444:NOTAM
371:CPDLC
129:CPDLC
115:OMEGA
617:link
440:NATS
430:The
395:RVSM
363:TCAS
359:LNAV
357:and
290:any
288:cite
139:RLAT
122:RVSM
88:and
53:and
29:The
474:to
432:FAA
355:GPS
301:by
111:GPS
749::
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613:}}
609:{{
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534:^
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421:km
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322:(
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313:(
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