Airspace Reservations (Res)

Question 1

What are the lateral separations between a Stationary Reservation and other aircraft?

Answer 1

• When aircraft is NAT HLA approved and the requesting agency has guaranteed to confine activities to the requested airspace - 30nm.
• When aircraft is NAT HLA approved and no guarantee has been given - 60nm.
• When aircraft is non-NAT HLA and the requesting agency has guaranteed to confine activities to the requested airspace - 60nm.
• When aircraft is non-NAT HLA approved and no guarantee has been given - 120nm.

30nm may also be applied between a moving reservation and a stationary reservation, providing at least 1 aircraft in the moving reservation meets the NAT HLA requirements.

Question 2

What can a controller do if a flight shows a conflict against an incoming Stationary Reservation?

Answer 2

If a flight shows a conflict against an incoming Stationary Reservation, Controllers may input an
intermediate position in the flight’s profile which would position the flight outside the reservation
activity prior to its commencement, thus providing a conflict free profile.

Question 3

Give an example of when it may be necessary to re-route an aircraft to achieve separation against a reservation?

Answer 3

Due to the way that buffers are calculated and activated in GAATS+, if a conflict is shown against a
stationary reservation which should be separated laterally from the track of the aircraft being cleared, it may be necessary to add a suitable 15W coordinate to the aircraft’s route in order to achieve lateral separation. An example of this is EG D701S against BALIX - 60N020W track, where a suitable 15W coordinate is required to achieve separation.

Question 4

What is the lateral separation minima required between a Moving Reservation and other aircraft?

Answer 4

60nm provided all aircraft concerned are NAT HLA equipped. In the case of formation flights, only one aircraft is required to meet NAT HLA standards.

120nm where either the reservation aircraft or the flight operating under the control of the
ATC unit concerned do not meet the NAT HLA requirements.

Question 5

What is the lateral separation minima required between a Stationary Reservation and another Stationary Reservation?

Answer 5

60nm between the boundaries of the Stationary Reservations provided the requesting
agencies have guaranteed to confine their activities to the requested airspace.

120nm between the boundaries of Stationary Reservations if no such guarantees have been
given.

These values do not apply if both sponsors are aware of each other’s activities e.g. UK OPCON Operating area overlapping HSF etc.

Question 6

What is the lateral separation minima required between a Moving Reservation and another Moving Reservation?

Answer 6

60nm between the closest tracks of any of the aircraft for which the airspace is reserved,
provided all aircraft or formation flights meet the NAT HLA.

120nm between the closest tracks of any of the aircraft for which the airspace is reserved,
when not all of the aircraft or formation flights concerned meet the NAT HLA.

Note: A formation flight, with at least one aircraft meeting the MNPS, is deemed to meet the MNPS for the application of 60nm above.

These values do not apply if both sponsors are aware of each other’s activities.

Question 7

Who may approve an Ad Hoc reservation for Military Aircraft in the NAT Region?

Answer 7

Reykjavik, Santa Maria and Shanwick may approve a temporary Moving Airspace Reservation for military formations (limited to not more than three aircraft at the same flight level unless otherwise approved) on an ad hoc basis. The requesting agency should contact the appropriate Oceanic Centre and request approval prior to the filing of a flight plan. The Centre receiving the request will be responsible for coordinating with all other Centres as necessary and will advise the originating agency of the terms of the approval. The requesting agency will then file a flight plan in accordance with the approval indicating the name of the approving Centre in item 18 of the flight plan.

Question 8

For reservations operating between FL290 – FL410 inclusive, what is the maximum number of fixes that can be approved?

Answer 8

When accepting flights as part of the Oceanic reservation approval process, any flight that plans to
operate at or between FL290 and FL410 inclusive, where the flight has more than 15 fixes, cannot be approved.

In such circumstances, the requesting agency shall be advised that the number of route
points cannot exceed the threshold limit of 15 waypoints unless the flight operates wholly out-with
the FL290-FL410 level band.

Question 9

Which formation flights are acceptable without an airspace reservation and which require one?

Answer 9

Formation flights by military registered aircraft are permissible in North Atlantic airspace without the requirement for an airspace reservation.

Formation flights that include a tanker and refueling within oceanic airspace require a moving
reservation.

Question 10

Who is responsible for approving reservations within the SOTA and NOTA?

Answer 10

Shanwick are the sole authority for approving reservations within the SOTA and NOTA.

Whilst operating in a reservation within the SOTA or NOTA, aircraft can obtain an emergency service from Shannon on VHF. If they are not VHF equipped then via HF relayed by Ballygirreen to Shannon.

Aircraft between Mildenhall and Lajes can only route GAPLI/LASNO at FL270 or below. They are required to obtain their oceanic clearance and be at their oceanic level prior to crossing GAPLI.

Stationary Reservations that cross the SOTA or NOTA boundary will have input co-ordinates published to include the separation criteria.

Moving Reservations within the SOTA or NOTA will be input as a single line Stationary Reservation 1nm wide.

All reservations affecting the SOTA or NOTA shall be included on SIRS with aircraft callsigns.

Question 11

ATC may provide an altitude reservation for NAT HLA equipped aircraft that are non-RVSM under what circumstances?

Answer 11

Aircraft being delivered from the manufacturer to the state of registry or operation.

Aircraft which were formerly RVSM approved but which have experienced an RVSM equipment
failure and are being ferried to a maintenance facility for repair/re-approval

Aircraft on a mercy or humanitarian flight.

The reservation will be provided solely on the premise that the requesting aircraft is unable to safely
fly to an appropriate destination by operating at or below FL280 or is unable to fly at or above FL430.

Question 12

How would an operator request an altitude reservation for a non-RVSM flight to operate within RVSM levels?

Answer 12

Operators that have flights which meet the criteria above may request a reservation by contacting the first affected Oceanic Centre by telephone, normally not more than 12 and not less than 4 hours prior to ETD.

Item 18 of the FPL will specify the altitude reservation approval and the reason for the flight.

Question 13

Shanwick has approved the voyager cell to operate within Oceanic airspace under what conditions?

Answer 13

All Voyager tanker aircraft in the cell are HF equipped. The chicks may be HF equipped. There
will be no more than 4 chicks per tanker.

The Voyager tanking aircraft is CPDLC equipped and should be logged on with EGGX prior to
the commencement of any air to air refueling activity.

All aircraft in the cell shall switch off their HF radios during air to air refueling only.

The cell aircraft are in contact with each other for the duration of the air to air refueling.

The Voyager tanker shall advise EGGX, giving at least 5 minutes notice, of the time at which
the cell aircraft will switch off their HF radios.

The duration of the refueling bracket will be approximately 30 minutes and all cell aircraft will
switch their HF radios back on after this period.

The Voyager tanking aircraft shall confirm on HF that the air to air refueling bracket is
complete and all HF equipped cell aircraft have switched their HF radios back on.

If refueling is underway as the cell crosses a significant reporting point, the Voyager tanking
aircraft shall send the position report via CPDLC.

There will be no limit to the number of refueling brackets in any single Ocean crossing.

Question 14

For flights within a reservation, what are the responsibilities of an Enroute Controller?

Answer 14

For flights within a reservation the responsibilities of Enroute Controllers are to provide:

A Flight Information Service on request.
An Alerting Service on request.
Maintain standard separation as necessary against traffic outside the reservation.

Question 15

Who is responsible for coordinating Airspace Reservations that involve US Airforce units within Europe? What about other American Military aircraft?

Answer 15

The European Central Altitude Reservation Facility (EUCARF), located at Frankfurt Main, is responsible for the coordination and negotiation of all Airspace Reservations involving USAF units in Europe.

Airspace Reservation Approval Requests (ALTRV APREQ) for other American Military aircraft are
originated direct from CARF Washington.

Question 16

Explain Due Regard.

Answer 16

Operations not conducted under ICAO flight procedures are conducted under the “Due regard” or
“operational” prerogative of military aircraft and are subject to one or more of the following conditions;

Aircraft shall be operated in visual meteorological conditions; or

Aircraft shall be operating within radar surveillance and radio communications of a surface
radar facility; or

Aircraft shall be equipped with airborne radar that is sufficient to provide separation between
themselves, aircraft they may be controlling and other aircraft; or

Aircraft shall be operated outside controlled airspace.

Question 17

What is the purpose of a UK OPCON Area and what are their coordinates?

Answer 17

UK OPCON Operating Areas will be utilised by allied aircraft under Northwood’s Operational Control.

These Maritime Patrol aircraft are able to maintain separation from known traffic and through the
provision of defined operating areas within Shanwick and the following supporting operating
procedures, the maximum operational freedom will be given to these aircraft.

North:
61N010W - 61N030W - 54N030W - 54N015W -
5434N01000W – 61N010W

Central:
57N010W - 57N030W - 49N030W - 49N015W -
4834N00800W - 51N008W - 51N015W -
54N015W - 5434N01000W – 57N010W

South:
51N008W - 51N030W - 45N030W - 45N008W -
51N008W

All are Sea Level to FL240.

Transit to and from the operational areas will normally take place at or below FL240.

There will be no communication between the aircraft and Shanwick OAC unless
special circumstances prevail such as diversion to SAR duties, emergencies or high level transits.

Flight plans will not normally be submitted to Shanwick OAC for operations within the
standard OPCON operating areas.

Question 18

What traffic information is to be passed to Northwood regarding UK OPCON areas.

Answer 18

Shanwick will pass information on all traffic operating within the activated OPCON Areas to
Northwood. Traffic within or already cleared to operate within the area on first activation will
be passed to Northwood without delay.

Shanwick will advise Northwood of subsequent revisions to previously notified traffic.
Revisions will be passed on any change to the route or level and any time revisions of 10
minutes or more.

Question 19

What information is to be included in the flight plan of an aircraft requesting a High Level Transit to an OPCON Area?

Answer 19

The following information will be included in the flight plan:

Route to task area including co-ordinates and ETA for OCA entry and co-ordinates for each ten
degrees of longitude.

Point of commencement of descent into task area and ETA.

The task area will be delineated by either:
Geographical co-ordinates of the whole area
OR
Centre point and radius (normally 100 nm but may be varied for particular sorties).

The vertical limits of the task area.

Co-ordinates for the point of joining the return track.

Route from task area including co-ordinates for each whole ten degrees of longitude and name
of OAC exit point.

Required level for the transit legs.

The words “Under UK Operational Control” in Field 18.

Question 20

What are the in flight procedures for aircraft requesting a HL transit above FL240?

Answer 20

When FL250 or above is used as a transit level, the Captain will call on the clearance delivery frequency 30 minutes before ETA for the Shanwick OCA boundary or as soon as possible thereafter to confirm OCA entry time and obtain an Oceanic clearance.

Normal OCA entry point and en-route ten degrees longitude reporting procedures will apply.

15 minutes before ETA for the descent point, the Captain will confirm his ETA and request information on all traffic affecting his descent into the task area. At the descent point the Captain will pass the following message:

“Descending and going operational’’

Question 21

Who is responsible for separation of aircraft when High Level Transit is being employed?

Answer 21

The Captain of the operational aircraft will at all times be responsible for separation between
his aircraft and all other traffic at FL240 and below.

Traffic information passed to the operational aircraft via Northwood will include details of
aircraft flying less than 60nm from the boundary of the task area as well as of those flying
within it.

When FL250 or above is used as a transit level standard oceanic procedural separation will be
provided.

During descent into or climb-out from the task area, the Captain will be responsible for
ensuring separation between his aircraft and all other traffic between FL270 and FL250
inclusive. Shanwick will advise the operational aircraft of all traffic affecting it at these levels.

Question 22

If a High Level Transit return leg is requested, how does this happen and who provides separation?

Answer 22

If the operational aircraft wishes to return from the task area at FL250 or above, the Captain will call Shanwick on H/F, at least 30 minutes before joining the return track, giving co-ordinates for the
joining point of the return leg and the requested level.

If the cleared level for the return leg is such that it will transit at any level between FL250 to FL270
inclusive, the Captain will be given information on any traffic affecting the aircraft at those levels and will be responsible for maintaining separation from any notified traffic until reaching the cleared Flight Level or reaching/passing FL280.

Normal procedures and standard oceanic separation will be applied during any climb above FL270 and the cleared cruising level.

Question 23

What are the Radio Failure Procedures for aircraft operating at FL240 or below within a UK OPCON Area?

Answer 23

At or below FL240 are not required to be in communication with Shanwick and therefore, it is the responsibility of Northwood to assess any condition of alert which may be deemed necessary.

Aircraft operating at higher transit levels will depend on the stage of flight:

Radio failure before the aircraft has sent “commencing descent” message to Shanwick.
Descend on the outbound track to FL250 then return on the reciprocal of the outbound track
maintaining FL250 and transmitting intentions and position reports blind in case transmitter may be
working.

Radio failure after the aircraft has sent and had acknowledged “commencing descent” message.
Return on the flight planned return track maintaining FL250 and making blind transmissions on
intentions and giving position reports.

Radio failed after having received and acknowledged return clearance.
Continue in accordance with the cleared route and level, transmitting blind in case of serviceable
transmitter.

Question 24

Describe the Danger Area EG D701 Complex.

Answer 24

EG D701 Complex (MoD Hebrides Range) is operated by Qinetiq (Range Authority) and comprises of the following areas:

EG D701 A to EG D701 M plus EG D701 Z situated east of 10W; and

EG D701 N to EG D701 X situated west of 10W.

For areas west of 10W, the vertical dimensions are from sea level to height unlimited.

Such areas are activated as Stationary Airspace Reservations since Oceanic airspace cannot be given danger area status.

Activities will be published on D-1 via NOTAM.

Penetration and transit of EG D701 Complex during activity shall be permitted, after approval from the Range Authority, for aircraft in emergency or air ambulance flights.

Question 25

Who would issue notification of High Seas Firing in The South West Approaches (SWAPPS) Area and what airways does that affect?

Answer 25

An Airspace Coordination Notice (ACN) will be issued by AUS stating dates and times of activity in the areas.

The airspace reservations affect T16 and T213 at all levels.

Question 26

How will we be in communication with the HSF ships and what happens if contact is lost?

Answer 26

The sponsor will signal/phone the OS/ GS Shanwick at least 24hrs before firing, with the name and
callsign of the contact ship responsible for establishing HF communications.

The delegated ship will establish an HF link with Shanwick Radio on the designated NAT HF Frequencies detailed in the Airspace Coordination Notice (ACN) and will maintain this link throughout firing.

If contact is lost FIRINGS WILL CEASE.

Question 27

Can EMG aircraft transit through a HSF area?

Answer 27

Firing will be stopped for aircraft in emergency by notifying the Navy on the designated NAT HF
frequencies via Ballygirreen to cease firing for a specified time.

After confirmation is received from the vessel that firing will cease during the aircraft transit of the
firing area, Controllers are to clear the Emergency aircraft in the normal way using MANCL.

All staff should be aware that cessation and recommencement of firing messages and any associated
signal traffic are extremely urgent and should be prefixed “priority” and handled expeditiously.

Question 28

What post-firing action is required and how are Shanwick informed when the airspace is no longer needed? Until when does the ship remain in communication?

Answer 28

When all firing serials are completed Shanwick will be informed on HF backed up by telephone from the FOST Duty Ops Officer who will additionally fax a copy of the IMMEDIATE UNCLASSIFIED Cease Fire signal from the vessel.

Shanwick will be informed on HF when the airspace reservation is no longer required by a signal
containing the statement “Firing has ceased - Finished with Area”.

The ship will remain in two-way communication with Shanwick until the area is clear of all air
participants above FL55.

Question 29

How would an aircraft involved with HSF transit to the HSF area?

Answer 29

A standard link route, designated LRHSF, is to be established between GAPLI and 4855N01040W
blocking FL 210/FL 220 from 1 hour prior to commencement of HSF until 1 hour after completion of HSF. This route is to be input as a Stationary Reservation. Aircraft using this route will not
communicate with Shanwick or Shannon.

Question 30

What are the coordinates of the SWAPPS Areas?

Answer 30

The following standard area “A” has been established with AUS for High Seas Firing:

4855N01040W 4855N01400W 4645N01400W 4645N01040W 4855N01040W

The following standard area “ B “ has been established with AUS for High Seas Firing:

4955N01040W 4955N 01700W 4645N01700W 4645N01040W 4955N01040W

Both are Sea level to height unlimited.

The following separation is required:
WITHIN SOTA - 0 nm
OUTSIDE SOTA - Within NAT HLA - 30 nm - Outside NAT HLA - 60 nm

Question 31

What permanent reservations are there within Shanwick?

Answer 31

The following stationary reservations are permanently active:

• ADVAT /SOUTH All flight levels
• LASNO /NORTH All flight levels
• LUSEN /SCOT All flight levels

Question 32

What is the Minimum Safe Flight Level above a Danger Area and are there any exceptions to this rule?

Answer 32

The MFL of a Danger Area or Exercise Area containing Unusual Aerial Activity shall be:

Below 41,000ft - 2,000ft above the notified upper limit.

41,000ft and above - 3,000ft above the notified upper limit

The MFL table includes the buffers stated above.

The 2000ft buffer policy is applicable to all Danger Areas/ Exercise Areas within PC and Shanwick AoR with the exception of EG D701 Complex, as an existing buffer is already applied to the maximum level notified to ATC.

The Danger Area EG D701 Complex is the minimum flight level in the table minus 2,000ft.