Condor Flyaway North Atlantic

Inhaltsverzeichnis
1. PREPARATION.......................................................................................................................... 1
1.1. Overview and maps ................................................................................................................. 1
1.2. Recommended Documents ..................................................................................................... 1
1.3. MNPS, CPDLC, RVSM, NAT OTS ............................................................................................... 1
2. AIRCRAFT REQUIREMENTS ......................................................................................................... 3
3. FLIGHT PLANNING .................................................................................................................... 5
3.1. OTS - Organized Track System ................................................................................................. 5
3.2. VHF Coverage Map at FL300 ................................................................................................... 6
3.3. TMI – Track Message Identification ........................................................................................ 7
3.4. MNPS – Separation Minima .................................................................................................... 7
3.5. Blue Spruce Routes for degraded Navigation Capability ........................................................ 7
4. OCA – OCEANIC CONTROL AREAS .............................................................................................. 9
4.1. Oceanic Clearance ................................................................................................................. 10
4.2. Datalink FIRs .......................................................................................................................... 12
5. SPECIAL PROCEDURES ............................................................................................................. 13
5.1. Inflight Contingency Procedures (Emergency Procedure) .................................................... 13
5.2. Weather Deviation Procedure............................................................................................... 14
5.3. Strategic Lateral Offset Procedure (SLOP)............................................................................. 15
6. GREENLAND CROSSING & MINIMUM USABLE FLIGHT LEVEL CALCULATION ..................................... 16
7. WEATHER:............................................................................................................................ 18
 1. PREPARATION
1.1. Overview and maps

CBT:
There is an old CBT “Area Qualification North Atlantic” on your work pad which can be used
“for info only” as it is antiquated and not up to date.

1.2. Recommended Documents

For area familiarization the following documents are recommended:

 LIDO RFC NP1, AT1H, AT2H
 North Atlantic Operations and Airspace Manual (NAT DOC 007)
Published by the European and North Atlantic Office of ICAO
 NAT OPS Bulletin
Published by the ICAO Paris (www.paris.icao.int)

1.3. MNPS, CPDLC, RVSM, NAT OTS

MNPS
MINIMUM NAVIGATION PERFORMANCE SPECIFICATION

MNPS airspace has been established between FL285 and FL420. To ensure the safe application
of separation between aircraft in the airspace, only MNPS approved aircraft are permitted to
operate within the MNPS airspace. The current MNPS was established to ensure that the risk
of collision as a consequence of a loss of horizontal separation would be contained within an
agreed Target Level of Safety (TLS).
The lateral separation applied between MNPS approved aircraft is 60NM. For the most part,
aircraft tracks are separated using the earth’s coordinate system to define tracks and effect
separation laterally by 60 NM or 1 degree provided a portion of the route is within, above, or
below MNPS airspace.
The longitudinal separation minima applied in the airspace vary greatly depending on aircraft
class (jet, prop) among other criteria but for the target population, the values are 15 minutes for
crossing tracks and 10 minutes for aircraft that have reported a common point and follow the
same track or continuously diverging tracks.

CPDLC
Controller–pilot data link communications

Controller–pilot data link communication (CPDLC) is a means of communication between

controller and pilot, using data link for ATC communication. At the highest level, the concept
is simple, with the emphasis on the continued involvement of the human at either end and the
flexibility of use.
The CPDLC application provides air-ground data communication for the ATC service. This
includes a set of clearance/information/request message elements which correspond to voice
phraseology employed by air traffic control procedures. The controller is provided with the
capability to issue level assignments, crossing constraints, lateral deviations, route changes and
clearances, speed assignments, radio frequency assignments, and various requests for
information. The pilot is provided with the capability to respond to messages, to request
clearances and information, to report information, and to declare/rescind an emergency. The
pilot is, in addition, provided with the capability to request conditional clearances (downstream)
and information from a downstream air traffic service unit (ATSU). A “free text” capability is
also provided to exchange information not conforming to defined formats. An auxiliary
capability is provided to allow a ground system to use data link to forward a CPDLC message
to another ground system.
The sequence of messages between the controller at an ATSU and a pilot relating to a particular
transaction (for example request and receipt of a clearance) is termed a ‘dialogue’. There can
be several sequences of messages in the dialogue, each of which is closed by means of
appropriate messages, usually of acknowledgement or acceptance. Closure of the dialogue does
not necessarily terminate the link, since there can be several dialogues between controller and
pilot while an aircraft transits the ATSU airspace.
RVSM
REDUCED VERTICAL SEPARATION MINIMUM

RVSM airspace has been established within the confines of MNPS airspace and associated
transition areas. In RVSM airspace, 1000 ft. vertical separation is applied between approved
aircraft. Currently, RVSM is only applied between FL 290 and FL 410 inclusive. To ensure the
safe application of the separation minimum, only RVSM approved aircraft are allowed to
operate within RVSM airspace. Aircraft are monitored to ensure that the TLS is being met.

NAT OTS
NORTH ATLANTIC ORGANIZED TRACK SYSTEM (NAT OTS)

As is the norm in most of the NAT Region, the Reykjavik CTA is free of fixed routes, the only
constraints on routing being the use of anchor points at whole degrees of latitude at every whole
degrees of longitude for tracks trending West/East and at 5° intervals of latitude for North/South
oriented tracks. A significant portion of the NAT traffic operates on tracks, which vary from
day to day dependent on meteorological conditions. The variability of the wind patterns would
make a fixed track system unnecessarily penalizing in terms of flight time and consequent fuel
usage. Nevertheless, the volume of traffic along the core routes is such that a complete absence
of any designated tracks (i.e. a free flow system) would currently be unworkable given the need
to maintain procedural separation standards in airspace largely without radar surveillance. As
a result, an OTS is set up on a diurnal basis for each of the Westbound and Eastbound flows.
Each core OTS is comprised of a set, typically 4 to 7, of parallel or nearly parallel tracks,
positioned in the light of the prevailing winds to suit the traffic flying between Europe and
North America. The designation of an OTS facilitates a high throughput of traffic by ensuring
that aircraft on adjacent tracks are separated for the entire oceanic crossing - at the expense of
some restriction in the operator's choice of track. In effect, where the preferred track lies within
the geographical limits of the OTS, the operator is obliged to choose an OTS track or fly above
or below the system. Where the preferred track lies clear of the OTS, the operator is free to fly
it by nominating a random track. Trans-Atlantic tracks, therefore, fall into three categories:
OTS, Random or Fixed.

2. AIRCRAFT REQUIREMENTS
ETOPS Dispatch requirements 2 FMC
2 MCDU
2 IRS/ADIRU
MNPS Dispatch requirements

Loss of MNPS capability prior Take Off:

File new flight plan using special routes (Blue Spruce
1 FMC
Routes) or fly above or below MNPS (FL285-410)
2 MCDU
2 IRS (LRNS)
Loss of MNPS capability prior Entering MNPS:
Divert to special routes (Blue Spruce Routes), obtain
clearance above or below MNPS, evaluate landing or
diversion at alternate airport
Loss of MNPS after entering MNPS:
Assess prevailing circumstances like remaining portion
of flight within MNPS. Obtain re-clearance for special
routes or above or below MNPS, evaluate landing or
diversion at alternate airport
RVSM Dispatch requirements

Loss of RVSM Capability

(OM-B 2.2.10.3.4)
Any of the required equipment has failed.
Altimeter system error is ≥ ±245 ft.
Total vertical error (TVE) is ≥ ±300 ft.

Procedure for loss of RVSM capability

(OM-B 2.2.10.3.5 & OM-C NAV 7.4)

Prior RVSM Airspace:

2 Primary Altimeter
Do not enter
1 Standby Altimeter
2 Air Data Computer
Within RVSM Airspace:
1 Altitude Alerting System
The pilot shall inform ATC as soon as possible of any
1 ATC Transponder with Mode C
circumstances where the vertical navigation
1 Autopilot
performance requirements for the RVSM airspace
cannot be maintained. In such case ATC - if necessary -
will ensure that safe separation is maintained. When
informed by the pilot of an RVSM approved aircraft
operating in the RVSM airspace that the aircraft
equipment no longer meets the RVSM minimum
aviation systems performance standards, ATC
considers the traffic as non-RVSM approved and
immediately shall provide a minimum vertical
separation of 2000ft or an appropriate horizontal
separation from all other traffic concerned operating in
the RVSM airspace.
 3. FLIGHT PLANNING
3.1.OTS - Organized Track System

As a result of passenger demand, time zone differences and airport noise restrictions, much of
the North Atlantic (NAT) air traffic contributes to two major alternating flows a westbound
flow departing Europe in the morning, and an eastbound flow departing North America in the
evening. The effect of these flows is to concentrate most of the traffic unidirectional, with
peak westbound traffic crossing the 30W longitude between 1130 UTC and 1900 UTC and
peak eastbound traffic crossing the 30W longitude between 0100 UTC and 0800 UTC.

The exact location of the track changes daily according to weather and traffic demands. In
order to deal with the high traffic, the entire area has been designated as MNPS (Minimum
Navigation Performance Specifications) airspace, i.e. A/C must be equipped and maintained
so as to be continuously capable of a specific level of navigation accuracy.

The night-time OTS is produced by Gander OAC and the day-time OTS by Shanwick OAC
(Prestwick)
Consequently traffic concentration occurs unidirectional, with

Peak westbound traffic crossing the 30W longitude

Between 1130 UTC and 1900 UTC
Peak eastbound traffic crossing the 30W longitude
Between 0100 UTC and 0800 UTC
3.2. VHF Coverage Map at FL300
 3.3. TMI – Track Message Identification

NAT Track Structure Messages are identified by a 3-digit Track Message Identification
number (TMI) appearing at the end of the Track Message. This number relates to the day of
the year (no reference to month). Any subsequent NAT track amendment(s) on a given day
will carry a successive alpha number. e.g. TMI33B would reflect the 2nd amendment of the
TMI for the 33rd day of the year.

3.4. MNPS – Separation Minima

The following table indicates the separation required between A/C in NATS/MNPS airspace

5 to 6 times the RNP value, which translates to

Lateral Separation
50-60 NM in the North Atlantic

Using the Mach-Number technique, the

Longitudinal Separation
separation should be between 5-10 min

1000 ft. in RVSM airspace and 2000 ft. in non-

Vertical Separation
RVSM airspace

3.5. Blue Spruce Routes for degraded Navigation Capability

(ICAO NAT 007/8 Chapter 11.2.2)

Blue Spruce Routes, established as special routes for aircraft equipped with only one
serviceable LRNS. State approval for MNPS operations is required in order to fly along these
routes. These routes can be found on LIDO RFCs as routes with the identification BSR (e.g.
“BSR9”)
These Blue Spruce Routes are as follows

MOXAL – RATSU (for flights departing Reykjavik Airport)

(VHF coverage exists. Non HF equipped aircraft can use this route)

OSKUM – RATSU (for flights departing Keflavik Airport)

(VHF coverage exists. Non HF equipped aircraft can use this route)

RATSU – ALDAN – KEF (Keflavik)

(VHF coverage exists. Non HF equipped aircraft can use this route)

ATSIX – 61°N 12°34'W – ALDAN – KEF

(HF is required on this route)

GOMUP – 60°N 15°W – 61°N 16°30'W – BREKI – KEF

(HF is required on this route)

KEF–EMBLA–63°N30°W–61°N40°W–OZN

KEF – GIMLI – DA (Kulusuk) SF (Kangerlussuaq) – YFB

SF (Kangerlussuaq) - 67°N 60°W - YXP

OZN–59°N50°W–PRAWN–YDP

OZN–59°N50°W–PORGY–HO
 4. OCA – OCEANIC CONTROL AREAS
Flights which are intent to cross the
North Atlantic Ocean are controlled by
an OCA. Currently there are 5 different
OCAs which control a part of the
Atlantic Ocean. The responsibility for
air traffic control services within the
North Atlantic (NAT) Region is
delegated by the International Civil
Aviation Organization (ICAO) to
seven states: The United Kingdom,
Iceland, Canada, Norway, USA,
Denmark and Portugal.

Gander OCA
The Gander Oceanic FIR (CZQX) and
Shanwick FIR (EGGX) cover the
airspace above the North Atlantic,
from 44° North to 61° North and partly
up to 64° North (only in Gander FIR).
The Gander Oceanic FIR covers the
airspace from 30° W to the coasts of
Newfoundland and Labrador. The
airspace is class A from FL55 to FL660
(except the area over southern
Greenland is a class A airspace from
FL195 to FL660). Traffic within the
Gander Oceanic FIR is managed by the
Gander Oceanic Control Centre, which
is a non-radar unit of the Gander ACC. Communication to pilots over the North Atlantic is
made via Gander Radio.
Shanwick OCA
The Shanwick FIR covers the airspace from the coasts of Europe to 30° W. The airspace is class
A from FL55 to FL660.Traffic within the Shanwick FIR is managed by the Shanwick Oceanic
Control Centre located in Prestwick, Scotland. The name of the FIR is actually a combination
of Shannon and Prestwick -> Shan-wick.
Communication to pilots over the North
Atlantic is made via Shanwick Radio
which is located in Shannon, Ireland.

Reykjavik OCA
The airspace managed by Reykjavik
ACC, is also known by the ICAO
identifiers as “BIRD CTA”. It is about 5.4
million sq. km. It ranges from the
Greenwich meridian in the east to west of
Greenland, from the North Pole to south
of the Faroe Islands, close to Scotland.
The Reykjavik Control Area (CTA)
comprises the Reykjavik Flight
Information Region (FIR) and the
Sondrestrom Flight Information Region.
The vertical limits of the control area are
from flight level 055 within Reykjavik
FIR and flight level 195 within
Sondrestrom FIR. The upper limit is unlimited.

Santa Maria OCA

Santa Maria Oceanic manages the airspace over the East Atlantic between 40W and landfall
with the Lisboa Fir, Canarias Fir and from 17N to 45N. The Oceanic Control Area extends from
GNG/MSL up to Flight Level 660. Flight Information Service may be available for flights
outside these levels!

4.1. Oceanic Clearance

(OM-C LIDO RSI 5.1)

Oceanic Clearances are required for all flights within NAT controlled Airspace (at or above
FL55).
1. Request Oceanic Clearances from ATC unit responsible for the first OCA within
which they wish to operate. Such clearances, although in most cases obtained some
time before reaching the Oceanic entry point, are applicable only from that entry
point.
2. Request the Oceanic clearance at least 40 MIN prior to the Oceanic entry point ETA
except when entering the Reykjavik area from the Scottish or Stavanger areas, then
the clearance should be requested 20 MIN before the Oceanic entry point ETA
3. Notify the OAC of the maximum acceptable flight level possible at the boundary.
4. Obtain the necessary clearance or re-clearance from the appropriate ATC, on VHF
or HF. Full read back of all items is required.
5. Cross the OCA boundary at the cleared flight level and Mach number. (Normally,
the domestic ACC will issue any instruction necessary to facilitate a change in level
in order to comply with the OCA clearance but, on the odd occasion, this does not
happen).
The format of the oceanic clearance request is as follows

OCA Control Name of the OCA

(Shanwick, Gander, New York, Santa Maria,
Reyklavik)
Traffic Identification Callsign (e.g. “Condor 328”)
Wording REQUEST OCEANIC CLEARANCE
To Name of Destination (e.g. “KLAS”)
Track Track Identification (e.g. “A,”,B”,”Y,”,Z”)
Flight Level Optimum and maximum flight level
Speed Mach Number
ETO ETO for Entry Point

Example:
“Shanwick, Condor 328, request oceanic clearance to KLAS, Track B, FL320, able FL340,
M.80, estimating Position ATSIX at time 15:28 UTC”

Methods of obtaining oceanic clearances include

1. use of published VHF/HF clearance delivery frequencies;

2. CPDLC

If unable to receive Oceanic Clearance when reaching the Entry Point

If pilots have not received their Oceanic clearance prior to reaching the Shanwick OCA
boundary, they must contact Domestic ATC and request instructions to enable them to remain
clear of Oceanic Airspace whilst awaiting such clearance. This is not the case for other NAT
OCAs into any of which flights may enter whilst pilots are awaiting receipt of a delayed
Oceanic clearance. Pilots should always endeavor to obtain Oceanic clearance prior to entering
these other NAT OCAs.

Requests for a clearance should be made E of W002° on Shanwick Control

127.650/123.950 or 135.525MHZ. If not able to contact Shanwick Control on VHF,
Shanwick OCA request clearance on HF at least 40 MIN before ETO OCA boundary and maintain
(OM-C LIDO NAT 5.1.2.1.1)
SELCAL watch. Request to include highest acceptable flightlevel you can maintain at
OCA entry.
Santa Maria OCA Request clearance at least 40 MIN before ETO oceanic boundary from Santa Maria
(OM-C LIDO NAT 5.1.2.1.2) control on 132.075MHZ or HF and maintain SELCAL watch.
Aircraft entering Reykjavik CTA shall contact Iceland Radio on VHF 127.850 /
126.550MHZ or HF for clearance prior entering Reykjavik OCA. Flights entering
Reykjavik CTA from adjacent areas will normally be cleared to landfall, except for
Scottish and Norway FIR. Flights from Scottish and Norway FIRs shall obtain their
clearance from Iceland Radio on VHF 127.850 / 126.550MHZ or HF prior entering
Reykjavik OCA Reykjavik OCA.
(OM-C LIDO NAT 5.1.2.1.3)
The clearance should be available, after coordination, 10-30 MIN prior entry into
Reykjavik FIR/CTR. If unable to receive clearance, request authorization from Scottish
or Stavanger ATC and enter Reykjavik airspace at the level cleared and continue
attempts with Iceland Radio. Maintain listening watch on Scottish/Stavanger
frequency until instructed to contact Reykjavik Control.
Flights from any aerodrome except JFK entering the New York OCA via exit points
DOVEY, JOBOC, SLATN and via entry points along N18 from W062 to W045, are
New York OCA required to provide New York ACC with a Coast out Fix Estimate CFE. This estimated
(OM-C LIDO NAT 5.1.2.2.2)
time is required between 120 MIN and 90 MIN flying time from the planned CFE. If
the departure aerodrome is less than 90 MIN from the CFE, the CFE has to be passed
 as soon as practicable after departure. Report format consist of CFE and max flight
level possible at OCA boundary to New York on current ATC frequency.
Expect Oceanic clearance while in contact with New York ATC (usually 125.925MHZ)
and not on special delivery frequency.
Eastbound flights traversing the Gander Domestic FIR/CTA and entering the Gander
OCA daily between 2330 and 0730‡ are required to obtain an oceanic clearance
before crossing entry point defined by the daily track message. Establish contact with
GANDER clearance delivery when within 200NM of the frequency location specified
on the daily track message. In case of no contact, advise ATC on the assigned control
frequency.
The following clearance delivery frequencies are used between the waypoints or
VORs listed below:
Area of applicability
Gander OCA (WPT to WPT)
Frequency
(OM-C LIDO NAT 5.1.2.2.3)
KENKI to VILMA 132.020 MHZ
MIBNO to LAKES/KENRI 134.200 MHZ
MOATT to LOACH 128.700 MHZ
SCROD to YAY (VOR) 135.450 MHZ
DOTTY to CYMON 135.050 MHZ
YQX (VOR) to YYT (VOR) 128.450 MHZ
COLOR to BOPTU 119.420 MHZ
Request Oceanic clearance from New York OCA on 128.500MHZ with relay Bermuda.
Miami OCA For HF frequency of New York Center (CAR-A+B FREQ), see relevant RFC. Exit point
(OM-C LIDO NAT 5.1.2.2.5) EXTER: Clearance by Miami Center on 124.700 or 133.850MHZ (CAR-A+B FREQ), see
the relevant RFC.
SJU Center will either have your Oceanic clearance available, or will instruct you to
San Juan OCA change to NYC HF (CAR-A frequency).
(OM-C LIDO NAT 5.1.2.2.6)

4.2. Datalink FIRs

OCA/FIR AFN Logon CPDLC FMC WPR Country

Bodo ENOB No Yes Norwegen
Edmonton CZEG Yes No Kanada
Gander CDQX Yes No Kanada
Moncton CZQM No No Kanada
Montreal CZUL Yes No Kanada
New York KZWY Yes No USA
Reykjavik BIRD Yes Yes Grönland
Sal GVSC Yes No Kapverden
Santa Maria LPPO Yes Yes Azoren
Scottish EGPX No No UK
Shannon EISN Yes No UK
Shanwick EGGX Yes Yes Irland
Toronto CZYZ No No Kanada
 5. SPECIAL PROCEDURES
5.1. Inflight Contingency Procedures (Emergency Procedure)

If an aircraft is unable to continue the flight in accordance with its ATC clearance, and/or an
aircraft is unable to maintain the navigation performance accuracy specified for the airspace, a
revised clearance shall be obtained, whenever possible, prior to initiating any action.

The radiotelephony distress signal (MAYDAY) or urgency signal (PAN PAN) preferably
spoken three times shall be used as appropriate. Subsequent ATC action with respect to that
aircraft shall be based on the intentions of the pilot and the overall air traffic situation.
If prior clearance cannot be obtained, until a revised clearance is received the following
contingency procedures should be employed and the pilot shall advise air traffic control as soon
as practicable, reminding them of the type of aircraft involved and the nature of the problem.

In general terms, the aircraft should be flown at a flight level and on an offset track where other
aircraft are least likely to be encountered.

Inflight Contingency (Emergency Procedure)

IF PRIOR CLEARANCE CAN NOT BE OBTAINED
I. LEAVE ASSIGNED ROUTE BY TURNING 45° TO THE RIGHT OR LEFT (DEPENDING
ON THE ALTERNATE, TERRAIN, ADJACENT TRACKS)
II. ACQUIRE OFFSET TRACK OF 15 NM FROM THE ASSIGNED TRACK CENTERLINE

UNABLE TO MAINTAIN FLIGHT LEVEL

III. MINIMIZE DESCENT RATE AS PRACTICABLE
IV. TRY TO MAINTAIN FLIGHT LEVEL UNTIL REACHING 10NM OFFSET OF ASSIGNED
TRACK
V. SELECT NEW ALTITUDE WHICH DIFFERS BY 500 FT (IF AT OR BELOW FL410) OR
1000 FT (IF ABOVE FL410)

COMMUNICATION PROCEDURE
VI. BROADCAST ON SUITABLE INTERVALLS ON 121.5 MHZ OR AIR-TO-AIR 123.45
MHZ AIRCRAFT IDENTIFICATION, FLIGHT LEVEL, POSITION, INTENTIONS
5.2. Weather Deviation Procedure

WEATHER DEVIATION PROCEDURE

(TRACK DEVIATION REQUIRED)
IF PRIOR CLEARANCE CAN NOT BE OBTAINED
I. DEVIATE FROM TRACK
II. TRY TO ESTABLISH RADIO CONTACT WITH ADJACENT AIRCRAFTS ON 121.5
MHZ OR AIR-TO-AIR 123.45 MHZ.
III. TURN ON ALL EXTERIOR LIGHTS AND WATCH FOR CONFLICTING TRAFFIC

CASE 1: DEVIATION LESS THAN 10 NM OFFSET

MAINTAIN LEVEL ASSIGNED BY ATC

CASE 2: DEVIATIONS MORE THAN 10 NM OFFSET

INITIATE A FLIGHT LEVEL CHANGE ACCORDING TABLE BELOW

Route Centerline
Deviations greater 10 NM Level Change
Track
East Routing Left Descent 300 ft.
000° - 179° (magnetic) Right Climb 300 ft.
West Routing Left Climb 300 ft.
180° - 359° (magnetic) Right Descent 300 ft.

Rule of Thumb
Descent 300 towards North Pole, Climb 300 towards Equator
 5.3. Strategic Lateral Offset Procedure (SLOP)

STRATEGIC LATERAL OFFSET PROCEDURE (SLOP)

(TRACK DEVIATION REQUIRED)
NO ATC CLEARANCE REQUIRED
I. PILOTS MAY APPLY AN OFFSET OUTBOUND AFTER THE OCEANIC ENTRY POINT
AND MUST RETURN TO CLEARED TRACK BEFORE THE OCEANIC EXIT POINT.

1NM OR 2 NM TO THE RIGHT

II. POSITION REPORTS TRANSMITTED VIA VOICE SHOULD BE BASED ON THE

WAYPOINTS OF THE CURRENT ATC CLEARANCE AND NOT THE OFFSET POSITION.
 6. GREENLAND CROSSING & MINIMUM USABLE FLIGHT LEVEL CALCULATION
(OM-C Supplement)

DUE TO HIGH GRID ALTITUDES OVER GREENLAND IT MAY BECOME ESSENTIAL TO CALCULATE ESCAPE ROUTES
ESPECIALLY DURING WEATHERS BELOW ISA TEMPERATURES AND PRESSURE.
Determination of possible Escape Routes
1. Draw the planned routing on the MGA crossing chart
2. Determine suitable airports (e.g. BGSF, BGTL, BIKF)
3. Determine possible escape routes as to comply with table 1,table 2
4. Determine decision points according to chosen escape routes
5. Plot decision points and possible escape routes

TABLE 1 (Maximum achievable distances in case of an Emergency Descent)

TABLE 2

Calculation of Minimum usable Flight Level (MUFL)

1. Calculate ISA temperature
𝐹𝑙𝑖𝑔ℎ𝑡 𝐿𝑒𝑣𝑒𝑙
𝑇𝐼𝑆𝐴 = −2𝑥 + 15°𝐶
10
2. Apply temperature correction

𝑇𝑐𝑜𝑟𝑟𝑒𝑐𝑡𝑖𝑜𝑛 → 𝑎𝑑𝑑 4% 𝑓𝑜𝑟 𝑒𝑣𝑒𝑟𝑦 10°𝐶 𝑏𝑒𝑙𝑜𝑤 𝐼𝑆𝐴

3. Interpolate local QNHs (between BGTL, BGSF, BIKG etc.) and apply QNH correction

𝑃𝑐𝑜𝑟𝑟𝑒𝑐𝑡𝑖𝑜𝑛 → 𝑎𝑑𝑑 30𝑓𝑡 𝑝𝑒𝑟 1ℎ𝑃𝑎 𝑏𝑒𝑙𝑜𝑤 𝐼𝑆𝐴

 7. WEATHER:
Almost throughout the year a steady high pressure system (HP) is located around the Azores
as well as a low pressure system (LP) north of the islands. Cyclones develop along the
borderline between these air masses. Mainly the jet stream core follows a line that connects
the LP areas. The average main chord of the Polar Front Jet Stream (PFJ, eastward stream)
shifts in latitude, following the earth’s attitude in relation to the sun.
It reaches its most southern location with the slowest wind speeds during summer and its
northernmost location with the highest wind speeds during winter.
Weather- and Wind forecasts are usually very exact. During winter months quick breaks in
weather are very common. Especially low stratus and heavy snowfalls in Canada and along
US east coast are usual.
The most seen weather phenomena are:

Phenomena Area Period

Hurricane Caribbean to the East coast Late spring to late autumn
From the rocky mountains
Tornado to the Appalachian Spring to autumn
mountains
Blizzard Hudson Bay to Florida winter
Frontal weather
East coast Throughout the year
activity

SWAP (Severe Weather Avoidance Plan) "is in effect when flight through portions of
airspace is difficult or impossible ...". Expectable delay for start-up, taxi, enroute and arrival
on all routes (not only through severe weather areas).

In Canada and USA Visibility is given in SM and RVR is given in ft. QNH will be given in
in/Hg
Additionally non-convective windshears can be found sometimes in the TAF. The format is
"WShhh/ddfffKT" e.g. WS015/30045KT (Windshear, expect Wind 300/45kt in 1500 ft.
above the airport).
In TAF and METAR all winds are true winds (worldwide). Only ATIS and TWR winds are
magnetic. Due to high variation in some areas in Canada and northern USA pilots have to
careful check crosswind components.

Example: TAF wind = 090/10 and VAR=10W  Magnetic wind = 100/10

The meaning of "Braking Action Advisory is in Effect" is “Braking Action poor” or

“Breaking Action NIL”