Video

Rather scary that the pilots on here seem to be just as confused as to what exactly has changed about this procedure as a layperson like me!

Brilliant

I have no idea what this is, I'm not a pilot at all LOL

What does this mean for airplanes that are not ads-b/CPDLC compliant? We still have to use HF radios?

great improvement, no clearance, just fly flt pln rte, econ spd, FL from ofp, just rcl!

Is this video open for public use in airline pilot training materials? Can I download a hires copy somewhere for that purpose? I can't find the original NAT video post from there website.

This is the dumbest "change" I've seen.

When distress message is called everybody excluding ATC and distress aircraft should be quiet am I right?

How is this any different from the procedures we have been doing for the past 10 years?

A culture clash, ATC expects an airliner in distress to visual onto the nearest runway and are preparing for an immediate visual return to the field. While a heavily procedural European airline expects to run the whole scenario to the end ( no immediate return check list here ). I make no judgment ether way , thie is just an observation.

So in layman's terms does this mean we will have nothing to listen too?

Will this reduce the voice transmissions we hear on HF USB ?

Very good job indeed !!!

Transcript: Historically the North Atlantic region (or the NAT) has been the only region in the world that has required flight crews to obtain an oceanic clearance prior to crossing the oceanic entry point (also known as the OEP) via all NAT Oceanic Control Areas other than New York. From March 2024, the NAT region will no longer require the flight crews to be in receipt of an oceanic clearance prior to crossing the oceanic entry point. This short video will summarize the procedures following the removal of the NAT oceanic clearance in 2024. The video will also summarize the ongoing requirements relating to the submission of an RCL (formerly known as the request for clearance message) when entering the NAT region via all NAT oceanic control areas other than New York Oceanic. Removal of the oceanic clearance has been enabled through the implementation of significant advancements in communications, navigation and surveillance technology, that have improved safety and service. Controller-pilot datalink communications (or CPDLC) enables the exchange of messages directly and swiftly between ATC and the flight crews, including loadable route clearance uplinks. The CPDLC "confirm assigned route" message enables the ATC flight data processors to conformance check the full route loaded in the flight management computer, alerting controllers when there is or going to be a deviation. Automatic dependent surveillance contract (or ADS-C) uses datalink to transmit information directly from an aircraft's FMC to air traffic control flight data processors. Contracts are established so that the avionics reports the aircraft's current, next, and next plus 1 positions loaded into the FMC at regular intervals, alerting ATC if there is a deviation from the cleared profile. Ground and space-based ATS surveillance, including radar and automatic dependent surveillance broadcast (or ADS-B) enables air traffic control to track aircraft progress in near real-time, alerting ATCOs in a matter of seconds should a flight crew select a change of level or deviate from cleared route without instruction from ATC. After removal of the oceanic clearance the process formerly known as a "request for clearance process" and now simply referred to as "the RCL" will continue to be utilized through ACARS or voice to ensure that ATC planning flights into the NAT region consider the most up-to-date flight crew requests at the OEP. Note that New York East procedures remain unchanged - no RCL is required. The RCL must contain the following information: the requested oceanic entry point (the OEP), the estimated time of arrival (or ETA) for the OEP, the requested mach number based on the FMS cost indexed (ECON) or company preferred speed, the requested OEP flight level, and the highest acceptable flight level which can be attained at the OEP (known as the max level). If no Max flight level is provided, ATC will consider the RCL requested flight level to be the highest acceptable flight level at the OEP. ACARS is the primary method for flight crews to send the RCL to ATC responsible for the first oceanic control area where the aircraft will enter the NAT region. Voice remains available as detailed within State AIP publications. From March 2024, following the successful submission of an RCL via ACARS, ATC will automatically uplink a pre-formatted confirmation response message. When the RCL is submitted via voice, an equivalent response is transmitted to the flight crew. There will be no requirement for the flight crew to remain on the oceanic clearance frequency unless instructed to do so by ATC. Upon receipt of the RCL from the flight crew, Oceanic ATC will use the information provided to plan the flight into the NAT region, and will coordinate with domestic ATC responsible for clearing the flight over the OEP. The flight crew must fly what is loaded in the FMC or as amended by ATC Voice shall be used whenever ACARS datalink is not operational, when the ETA for the OEP is less than the minimum requirements stated in AIPs, upon receipt of an ACARS "RCL rejected" or other instruction message, no response to the RCL within 15 minutes of it being sent or when instructed to do so by ATC. The RCL must be sent to ATC prior to the estimated time of arrival for the chosen oceanic entry point as follows. For flights entering the NAT region via Gander, flight crews shall send the RCL between 90 minutes and 60 minutes prior to the OEP. For flights entering the NAT region via Reykjavik, flight crews shall send the RCL no greater than 20 minutes from the OEP, and for Bodo no less than 20 minutes from the OEP. For flights entering the NAT region via Shanwick, flight crews shall send the RCL between 90 and 30 minutes prior to the OEP. Finally for flights entering the NAT region via Santa Maria, flight crews shall send the RCL at least 40 minutes prior to the OEP. If Oceanic ATC cannot accept the requested OEP altitude as contained within the RCL, the closest flight level to the one requested will be determined and a clearance to climb or descend will be issued by ATC prior to reaching the oceanic entry point. The max level will never be violated, and if no max level is provided Oceanic ATC will consider the RCL requested flight level to be the highest acceptable flight level at the OEP. If the flight level determined by Oceanic ATC is significantly different to the requested flight level (3000 feet or greater) flight crews can expect ATC to initiate negotiations to establish the best possible alternative profile. As the traffic situation constantly changes, previously blocked flight levels may become available. Oceanic ATC will store the requested flight level information provided within the RCL, and may issue a subsequent level change after passing the OEP. Changes in flight level or route can be requested at any time after passing the OEP. The aircraft shall not change flight level unless it is cleared for a flight level change by ATC. Domestic ATC are fully responsible for issuing flight level changes to ensure the flight crosses the OEP at the correct level. - "123, climb flight level 370, oceanic entry level." If Oceanic ATC cannot accept the current flight plan route (what is loaded in the flight management system - including the OEP), a route amendment will be issued by either loadable route clearance uplink via CPDLC or voice prior to reaching the oceanic entry point. For westbound flights that require a route amendment entering the net via Shanwick Oceanic, the flight crew will be instructed to contact Shanwick ATC via voice on HF or VHF, 123.95 or 127.65. Instruction to contact Shanwick ATC via voice to receive a route amendment will either be delivered to the flight crew via ACARS, or by domestic ATC on VHF, no less than 30 minutes prior to reaching the OEP. - "Speedbird 123, re-reroute after passing 59 North 20 West, Route 61 North 30 West, 61 North 40 West, 59 North 50 West, Point 1 Route." Changes in flight level or route can be requested at any time after passing the OEP. Any speed restrictions required due to traffic, would either be issued by domestic ATC prior to the OEP, or by Oceanic ATC at or after the OEP. Changes in flight level or route can be requested at any time after passing the OEP. Flight crews are reminded that ATC must be advised if the speed changes by mach .02 or more from the mach in the RCL.

Procedures for the crew looks the same. The only difference is the response after the RCL. We won’t receive the lat long route list unless there is a change.

So it’s basically the same as we are currently doing, which is RCL via ACARS? They just won’t be requesting a voice clearance unless necessary?

glad to be a member of this wonderful community. thank you for all your efforts guys

Review of the changes here: ops.group/blog/nat-changes-2024-no-more-oceanic-clearances/

Awesome documentary, I learned so much useful stuff ! Also the production is excellent, for instance the music themes during the chapters seem to share the "emotions" of such a system. Let me explain why : Intro (0:34) : "Even if everything looks hectic and complex, the Shanwick OCA works calmly and quietly." The Shanwick Operation, an Overview (3:00) : "Welcome ! Another good day here at the OCA Control Centers, they're vibed to work here." A Standard Westbound Flight (8:48) : "Yeah, so excited to take this A330 to Boston !" The South-East Corner (32:58) : "The exact music that makes you feel like a bird flying in a beautiful sky." When Things go Wrong (37:54) : "It's a complex environment, with lots of technology, qualified people, and rules to follow." Contingencies and Emengercies (49:31) : "Even if a problem occurs, we have the solution." Conclusion 1 (1:01:29) : "Even if it's a hard goal, we achieve it." Conclusion 2 (1:05:14) : "All we have to do to keep crossing the NAT safely and efficiently."

Very interesting video. I think now every airliner must have ads-b, making it even more safe.

Anyone who thinks this gives airline pilots permission to “chat” … is mistaken. Did PF benefit from the verbose diatribe or was it deleterious? The sterile rules, in my opinion, for us “lesser” pilots make sense. ps in the above video they even have the “jumpseaters” chatting too ! (something I particularly dislike and prohibit 😂)

😂 This explains why the flights are always delayed. Tower: “you clear for takeoff”. Pilot: “all checklist complete just finishing the NOTAMS” (2 hours later) “ready for takeoff”

Does STANDBY mean something else in the USA vs everywhere else in the world. Shamrock 12G Heavy: 'Engine Failure! Climbing straight ahead, STANDBY!' ATC: OK cool, what did you have for breakfast? What does your wife do on a Tuesday? Are your kids into Minecraft? Are you declaring an emergency? - It's an engine failure for god's sake American controllers! - Don't flame me, this was taken directly from the CVR.

I was an air traffic controller for 32 years. I saw many examples of poor ATC technique during critical stages of flight. Often, the well intentioned controller contributes to the complexity of the emergency situation by issuing instructions, requesting information & offering/suggesting alternatives while the aircrew is attempting to troubleshoot a malfunction. Most controllers are not pilots, do not have all the emergency information & unintentionally add complexity to the emergency. A coworker once prompted a Kingair to make a right downwind into a dead engine on takeoff ( never turn into a dead engine at low altitude & airspeed). The aircraft crashed on right downwind killing all on board.

Awful Air Traffic Controller.

Anyone please explain why they raise their hands in this video please. 2:13

Stand by, for the love of God, I am trying to fly this plane

If Pilot says standby….means standby just stfu

When I say there is a problem with American ATC, this video is a perfect example

They’re still not much better.

dude speaking the truth !!!! couldnt agree more

Don't show this to Ryanair

So should all planes have been grounded if this worthless NOTAM system is a piece of garbage?

Funny how the NOTAMs system went down today grounding flights and I come back to this

This NOTAM mess never changes. Here is one single NOTAM from the flight plan of an overseas route (LAX-SYD) that is flying tonight. There are 16 pages of NOTAMs in this flight plan package! Note the date today is Jan 09/23. Note the date on the NOTAM title!! SSDD. (the valid date is from Oct 27/22 at 1406Z to "UFN" ... until further notice) Hit "Read More" to see it. HNL 27.Oct.2022 1406z - UFN 1A3103/22 HONOLULU TWO DEPARTURE ... TAKEOFF MINIMUMS: RWY 4L/R, STANDARD WITH MINIMUM CLIMB OF 492FT PER NM TO 1900, DO NOT EXCEED 180 KIAS UNTIL SOUTHEAST BOUND ON 155 HEADING, OR 1700 - 2 1/2 FOR VISUAL CLIMB OVER AIRPORT. ADD TAKEOFF OBSTACLE NOTE: RWY 4L, TEMPORARY CRANE 1895FT FROM DER, 234FT RIGHT OF CENTERLINE, 200FT AGL/ 211FT MSL (2018-AWP-6418-OE), TEMPORARY CRANE 3017FT FROM DER, 1055FT RIGHT OF CENTERLINE, 180FT AGL/ 191FT MSL (2020-AWP-361-OE), TEMPORARY CRANE 3294FT FROM DER, 1118FT RIGHT OF CENTERLINE, 200FT AGL/ 209FT MSL (2018-AWP-6416-OE). RWY 4R, TEMPORARY CRANE 1849FT FROM DER, 266FT LEFT OF CENTERLINE, 200FT AGL/ 211FT MSL (2018-AWP-6418-OE), TEMPORARY CRANE 2971FT FROM DER, 553FT RIGHT OF CENTERLINE, 180FT AGL/ 191FT MSL (2020-AWP-361-OE), TEMPORARY CRANE 3249FT FROM DER, 617FT RIGHT OF CENTERLINE, 200FT AGL/ 209FT MSL (2018-AWP-6416-OE). ALL OTHER DATA REMAINS AS PUBLISHED.

Very bad ATC performance.

I'm so glad to watch this documentary very detailed and informative, awesome job role.

Yeah the FAA, the government, and the United States citizenry as a whole do not give a fuck about anyone's privacy. It is a real problem. Nobody knows what the fourth amendment to the Constitution is. Privacy IS freedom. Freedom is becoming very expensive these days.

NOTAMS need to be prioritized and filtered so that the important ones aren't lost in the layers of more insignificant NOTAMS. Plus the raw text is awful to read. Edit: Any runway closures, taxiway closures should have an accompanying graphic with airport diagram CLEARLY showing what's closed. I'm addition, obstructions should be placed on a map for visual understanding.

thanks for sharing.This is very useful for me.A B777 student pilot from China.We fly the Pacific route often.Good to learn about the Atlantic.😄😄😄😄😄

I've wondered how big a drogue chute they could have deployed during the dive an still maintained control?

SO IMPRESSIVE of air crafts and pilots!!

This is what I always do with MSFS

Is there a transcript of this excellent document?

Highly detailed and informative documentary. I always wonder how these procedures came about and were implemented, especially given such a vast area of coverage!