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Home >> Forum >> North Atlantic Track- NAT Civil aviation forum
North Atlantic Track- NAT
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Message of aaaron3 - Sent 01 Oct 16:34 |
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North Atlantic Track is the system which controls the traffic above the north side of the Atlantic-Ocean.
Westbound traffic goes in the morning, and eastbound traffic goes at night.
if anybody knows anything about the NAT System, i would be very surprised, if he/she shared it whith me.
Thank You!!
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Message of aaaron3 - Sent 03 Oct 18:07 |
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Because much of the flying occurs outside radar coverage, aircraft are required to comply with non-radar reporting requirements. In this case, aircraft report their crossing of the route waypoints, their anticipated crossing time of the next waypoint, and the waypoint after that. These reports can be made to dispatchers via a satellite communications link (CPDLC) or via High Frequency (HF) radios. In the case of HF reports, each aircraft operates using SELCAL (Selective Calling). This unique code opens up the squelch on the HF radio when received by the unit, allowing pilots to hear only the radio calls for their aircraft. If the aircraft is equipped with CPDLC, voice position reports on HF are no longer necessary, as automatic reports are downlinked. In this case, only a SELCAL check has to be performed when entering the oceanic area and a second at 30° West, when transiting from Shanwick to Gander or vice versa, to ensure a working backup system for the event of a datalink failure.
While the route changes daily, they maintain a series of entrance and exit waypoints which link into the airspace system of North America and Europe. Each route is uniquely identified by a letter of the alphabet. Westbound tracks are indicated with a letter from the start of the alphabet (A, B, C, D, E) and eastbound tracks with a letter from the end (S, T, U, V, W, X, Y). 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° latitude, 40° longitude).
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Message of 777ETOPS - Sent 04 Oct 12:04 |
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 To add more on previous answer:
Airlines want a minimum flight time ( fuel saving ) . So they used computerized routes using twice a day wind predictions , so as to optimize maximum tailwind and minimum head wind. But they are daily about 1200 flights crossing North Atlantic . This huge flow has to be regulatud on a non radar covered large area.
The regulation is based on tracks separated by 60 nautical miles (( one degree of latitude ) and the Tracks pattern is changed twice a day according to wind pattern.
On these tracks , A 10 minute sepration is required on a same flight level or if crossing flight level. As there is a 3 minutes navigation precision required, the worst case of separation could be 4 mn = 32 NM if cruising M.84. Your ATC clairance includes a mandatory speed to avoid overtaking flight.
If you fly opposite the main flow ( cargo, ferry, or heavy delay ! ) you fly a random route whatever it is , through the whole oppsite flow. Of course your altitude clairance gives you no opposite same level traffic !)
ATC oceanic centers are : Shanwick ( contraction of Shannon, radio operators and Prestwick, ATC center ) Gander, New York and Reykjavick ( iceland ) and Santa Maria
To be more precise on communication, position reports are not made by CPDLC but by ADS ( auto dependent surveillance ) sendind by satellite continous reports ( depending on options selected by ATC ). CPDLC is only a satellite bilateral communication for route / altiude requests ( more functions available ). Aircraft can be only ADS only or CPDLC
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