In Polaris FIR carriage of 8.33 KHZ channel spacing radio equipment is mandatory for aircraft.
The airspace within Polaris FIR between FL290 and FL410 inclusive, as described in ENR 2.1, is EUR RVSM airspace.
Within this airspace, the vertical separation minimum shall be:
1000 FT between RVSM approved aircraft;
2000 FT between:
non-RVSM approved State aircraft and any other aircraft operating within the EUR RVSM airspace;
formation flights of State aircraft and any other aircraft operating within the EUR RVSM airspace; and
an aircraft experiencing a communications failure in flight and any other aircraft, when both aircraft are operating within the EUR RVSM airspace.
Published P-RNAV procedures are designed in accordance with ICAO PANS-OPS criteria for RNAV flight procedures. The procedures shall have a supporting navigation infrastructure based on GNSS and/or DME/DME. Existing P-RNAV procedures which also are based on VOR/DME as supporting navigation infrastructure will be revised to be independent of VOR/DME. Radar service shall be available.
GPS RAIM information service is provided for aerodromes where P-RNAV procedures have been established (REF GEN 3.1-6, para 5.4).
In accordance with pilots responsibility for ensuring that they do not operate on procedures for which they are not approved, the phrase “Unable P-RNAV due equipment” shall be included by the pilot immediately following the aircraft callsign whenever initial contact with affected ATC units are established.
General
All flights entering the NAT Region through Bodø Oceanic Control Area (OCA) must obtain an ATC clearance before crossing the Bodø Oceanic Control Area boundary. Oceanic Clearances may be requested on voice (HF and VHF) or via the appropriate data link services.
Pilots should always endeavour to obtain an Oceanic Clearance prior to entering Bodø Oceanic Control Area, however, if any difficulty is encountered, the pilot should not hold while awaiting clearance unless directed to do so by ATC.
All pilots are reminded that the Oceanic Clearance is valid only from Bodø Oceanic’s FIR boundary. In order to comply with the Oceanic Clearance in case any route, speed or level change is required prior to the boundary entry point, it is mandatory to make a prior request to the Control centre in charge of their flight.
Pilots are reminded that while outside Bodø Oceanic FIR and whilst in contact with Bodø Radio, it is mandatory to maintain two way communication with the Control Centre in charge of their flight.
Flights using Data Link Services for Oceanic Clearance Request and Reception, must establish voice contact with Bodø Radio for SELCAL Check on appropriate HF frequencies prior to entering Bodø Oceanic FIR.
Further details concerning Oceanic Clearances procedures and requirements are available in the North Atlantic Operations and Airspace Manual (Nat DOC 007).
Bodø OFIR is a part of the NAT High Level Airspace (HLA), and flights intending to operate between FL290 and FL410 must meet the requirements for HLA operations (see NAT OPS BULLETIN 2016-001), indicated by the letter “X” in field 10a of the flight plan.
For rules on operation in the NAT region, reference is made to the following documents:
ICAO Annex 2 - 5.1.1; ICAO Annex 6, Part I - 4.2, 8.2 and chapter 3, Note 1; ICAO Annex 6, part II - Section 3; NAT DOC 7030; NAT DOC 007.
The HLA airspace is the volume of airspace between FL285 and FL420 within the Oceanic Control Areas of Santa Maria, Shanwick, Reykjavik, Gander, Bodø and New York Oceanic, excluding the area west of 60°W and south of 38°30'N.
the climb is completed within the usable coverage of selected VOR/DMEs or NDBs and/or within ATS Surveillance coverage of the ATC unit issuing such clearance and the aircraft is able to maintain Direct Controller/Pilot Communication (DCPC) on VHF, and
MNPS approved aircraft operating in that part of the HLA airspace affected by such climbs or descents are not penalised.
Non-MNPS approved aircraft may also be cleared to climb or descend through HLA airspace for the sole purpose of landing at or departing from an airport which underlies HLA airspace but which does not have serviceable short range navaids, ATS Surveillance or DCPC.
For flights intending to operate within HLA airspace during any portion of their flight, the letter "X" shall be inserted after the letter "S" in Item 10a of the flight plan, indicating that the flight has been certificated as complying with the MNPS.
Flights equipped with and prepared to operate FANS 1/A (or the equivalent) CPDLC and ADS-C data link system; and
Non-equipped flights that file STS/FFR, HOSP, HUM, MEDEVAC SAR, or STATE in Item 18 of the flight plan. (Depending on the tactical situation, such flights may not receive an ATC clearance which fully corresponds to the requested flight profile).
To avoid last minute level/route changes before entering Bodø OCA, FANS 1/A aircraft should log on (AFN_LOGON) at least 20 minutes before entry to verify that connection is established.
Airspace north of 80°N. (Airspace north of 80°N lies outside the reliable service area of geostationary satellites).
Air traffic services (ATS) surveillance airspace, i.e. airspace where surveillance is provided by radar, multilateration, and/or automatic dependent surveillance-broadcast (ADS-B) and VHF voice communications services are available, provided that aircraft are suitably equipped with transponder/ADS-B extended squitter transmitter.
Bodø Oceanic has surveillance coverage throughout the Bodø OFIR (from space-based ADS-B). Therefore, VHF radio coverage is the limiting factor for complete surveillance service. For flight planning purposes, the following coordinates can be used to define the ATS surveillance airspace with VHF coverage at FL290 and above and complete surveillance service within Bodø OCA:
6645N 00000E - 7110N 01140E - 7500N 00430E - 8100N 00130E - 8100N 03000E - 7100N 03000E - 7120N 02800E - 7120N 02500E - 7000N 01500E - 6545N 00700E - 6303N 00403E - 6315N 00000E - (6645N 00000E).
Most of the controlled airspace (above FL195) in Bodø Oceanic FIR is within VHF coverage. Only a small part of the northwestern part of the FIR is without VHF coverage. The VHF frequency is associated with Bodø OACC and is a control frequency.
Bodø Radio operates HF frequencies (NAT D Family), and it is a supplement and backup for the VHF. Bodø Radio is manned by radio operators and relays messages from aircraft to controllers and vice versa.
Oceanic clearances via voice will normally be given by VHF by the controller.
To prevent misunderstandings, the following must be stressed:
Bodø Oceanic Control is the controlling authority within Bodø Oceanic OFIR/OCA.
Radio callsign (VHF): Bodø Oceanic Control.
Bodø Radio is the aeronautical communication station for Bodø OFIR/OCA. Radio callsign (HF): Bodø Radio.
Before a westbound or northbound aircraft enters Bodø OCA, an operational check of the SELCAL equipment shall be carried out with Bodø Radio. This SELCAL check must be successfully completed before commencing SELCAL watch.
Note: SELCAL watch on the assigned radio frequency shall be maintained in Bodø OCA even in areas where VHF coverage is available and used for air/ground communication
Aircraft with State of Operator or State of Registry approved SATCOM Voice, may use such equipment for additional ATS communication capability, provided the following requirements are met:
Pilots shall operate SELCAL (REF para 4.2.2 above) or maintain a listening watch on the assigned HF frequency, and;
SATCOM voice communications can be made to Bodø Radio or Bodø Oceanic Control depending on the urgency of the communication. Emergency or non-routine communications should be made to Bodø Oceanic Control.
INMARSAT short codes to Bodø ATCC are:
425701 (+47 755 42 935) Bodø Oceanic
(Air Traffic Controller)
425702 (+47 755 21 283) Bodø Radio
(HF Operator)
425705 (+47 755 42 900) Bodø ATCC (Supervisor)
Note: SATCOM Voice is not a replacement for ADC-C, CPDLC or HF communication, but rather a means of reducing the risk of communications failure, improving the safety of operations and alleviating HF congestion.
Surveillance coverage is provided throughout Bodø OFIR. This requires aircraft to be equipped with approved ADS-B transponders.
Due to the general structure of the traffic patterns, surveillance separation is often used within Oceanic Airspace in order to facilitate the optimum level and routing for the flights.
Therefore, it is particularly important that flights do not leave a VHF-controlled frequency before they are told to do so by the air traffic controller, even though they have a valid SELCAL-check on HF and have been given HF-frequencies for the next air traffic control unit.
Bodø Oceanic support FANS based ADS-C, CPDLC and Oceanic Clearance Delivery via data link.
The FANS log-on for Bodø Oceanic is ENOB.
Within Bodø Oceanic Control Area, several data link services for Air Traffic Control (ATC) purposes are available for suitably equipped aircraft. These services include the pre-FANS application Oceanic Clearance Delivery (OCD), as well as FANS1/A functions such as Automatic Dependent Surveillance Contracts (ADS-C) and Controller Pilot Data Link Communications (CPDLC).
More detailed information on ADS-C / CPDLC can be found in the Global Operational Data Link Document (GOLD), available at https://www.icao.int/EURNAT/. More details on OCD can be found in the NAT OPS Bulletins.
In order for the FANS data link to work correctly the aircraft identification entered into the avionics must be precisely the same as that contained in the filed flight plan. This should be confirmed by the flight crew prior to log-on.
Pre-FANS applications:
The OCD is a data link service that allows pilots and controllers to exchange messages for Oceanic Clearance Request and Oceanic Clearance Delivery using the ACARS network, according to the specifications defined on the AEEC 623 and EUROCAE ED 106.
OCD service is provided via VHF and satellite to ACARS equipped aircraft via network service providers, ARINC and SITA. The OCD service is implemented in accordance with the standard “Data-Link Application System Document (DLASD) for the Oceanic Clearance Data-Link Service” ED-106A. This standard is also frequently referred to as the ARINC Specification 623 for Oceanic Clearance.
These applications will be available after the proper establishment of a logon to the Bodø OACC. ADS contracts and CPDLC connections are automatically initiated by ground systems after receiving the AFN logon initiated by flight crews or by automatic transfer from other ATS unit.
ADS-C is a data link service for use by Bodø OACC, in which aircraft automatically transmits via an air-ground data link, aircraft position-related data derived from on-board navigation and position fixing systems.
Bodø OACC establishes the following ADS contracts with each aircraft within its area of responsibility.
Waypoint Event Contracts (to receive the mandatory waypoint position reports);
Periodic Contracts (to receive periodic position reports, along a better monitoring of the flights profile);
Lateral Deviation Event Contracts (to receive an alert whenever the aircraft is outside the cleared route path);
Altitude Change Event Contracts (to receive an alert whenever the aircraft is not maintaining the cleared flight level).
Additionally, whenever necessary, it is possible to make an ADS Demand report, which provides the controller with the aircraft current position, level and speed.
CPDLC is a data link service that allows FANS 1/A equipped aircraft the exchange of data link messages between pilots and controllers. Communication can be conducted via a defined message element (a message element whose content and format are pre-determined) or via a free text message element, usually referred to as a free-text message (a message element whose content is variable, i.e. composed by sender). Pilots shall not use a free-text message if a standard message exists for the purpose of the required communication.
Generally, when a CPDLC aircraft is operating in an airspace beyond the range of VHF voice communications and CPDLC is available, then:
CPDLC will be the primary means of communication, and
Voice will be used as the alternate means of communication (for example, third party HF or SATCOM voice)
In airspace with VHF coverage, an ATSU may provide CPDLC service as the primary means of communication to alleviate frequency congestions or to enable the use of automation associated with the use of CPDLC. In such airspace, VHF communication is the alternative means of communication for CPDLC aircraft.
Bodø OACC is currently providing CPDLC services at Phase 4, as defined in the GOLD.
Radio Communications Link is a data link service used by aircraft to advise air traffic services of requested level/speed in oceanic airspace. It is also used to advise the maximum flight level the aircraft is able to accept. Radio Communications Link is an important tool for the air traffic services in the planning of the traffic. Aircraft entering Bodø Oceanic FIR are requested to always send an Radio Communications Link minimum 20 minutes before the estimated oceanic entry time.
In order to use the available data link service, operators must be aware of the following requirements:
To use OCD the aircraft must be able to comply with the specifications defined on the AEEC 623 and EUROCAE ED 106.
To use ADS-C/CPDLC the aircraft must be FANS 1/A equipped.
In order to establish connection with Bodø Oceanic Area Control Centre (OACC) the following address information shall be used:
OCD: ICAO code ENOB
ADS-C/CPDLC: ICAO code ENOB
In order to assure the proper internet working message routing between different DSP, airline operators must be aware that it is their responsibility to make the necessary arrangements with the DSP that they have established the service access contract with to forward the Media Advisory (MA) message from all aircraft on the fleet to other DSP.
More detailed information on ADS-C / CPDLC procedures can be found in the GOLD, and details on OCD can be found in the NAT OPS Bulletins.
Flight crews shall not question Bodø Radio about the data link services status, or whether a downlink message has been received. If Bodø OACC fails to receive an expected ADS WPR, a voice report will be requested
Attention is called to flight crew to remind them that the use of data link services does not exempt them from the requirement of establishing voice communications with Bodø Radio at or before the FIR Boundary. whether on HF or VHF, even if a CPDLC connection is established.
In order to avoid misunderstandings in the communication process, all communications initiated on CPDLC shall be concluded via CPDLC, and communications initiated via voice shall also be concluded via voice. In cases of messages initiated via CPDLC that cause uncertainties or doubts, the dialogue shall be terminated with “UNABLE” and a new dialogue shall be initiated via voice.
For RNP10 certified aircraft on RNP10 designated routes between Svalbard and mainland Norway, a separation minima of 50 NM may be applied.
Within surveillance airspace and between identified aircraft in VHF communication, 5 NM surveillance separation may be applied.
The airspace within Bodø Oceanic FIR between FL290 and FL410 inclusive, as described in ENR 2.1 is NAT RVSM airspace.
Within this airspace, the vertical separation minimum shall be:
1000 FT between RVSM approved aircraft;
2000 FT between:
non-RVSM approved State aircraft and any other aircraft operating within the NAT RVSM airspace
formation flights of State aircraft and any other aircraft within the NAT RVSM airspace, and
an aircraft experiencing a communications failure in flight and any other aircraft, when both aircraft are operating within the NAT RVSM airspace.
Position reports for flights on routes not defined by designated reporting points shall be made at the significant route waypoints authorised by ATC on the Oceanic Clearance or on subsequent amended route clearances.
All routine reports must be transmitted via:
Bodø OACC (VHF 127.725 MHZ) or
Bodø Radio (HF Family D), which delivers them, as well as other messages from aircraft, immediately and automatically as required to the relevant OACC, airline operators and MET offices.
All aircraft within Bodø OFIR are required to maintain listening watch, SELCAL or aural, with Bodø Radio (on HF Family D).
While in communication with Bodø Oceanic Control or Bodø Radio for Oceanic Clearance, aircraft must also maintain communication with the ATC authority for the airspace within which they are operating.
Pilots are reminded that messages transmitted on a Controller/Pilot frequency are received only by the controller and not distributed to airline operations or other parties. However, messages transmitted to Bodø Radio are distributed to all relevant OACC, including all other concerned.
Bodø OAC accepts ADS-C waypoint reporting in accordance with procedures published in the document “Guidance Material for ATS Data Link Services in North Atlantic Airspace”. In addition to Waypoint position reports, Bodø also accepts and processes periodic position reports.
CPDLC position reports are not accepted in Bodø FIR.
Flight plan requirements for flights along random routes
The following principles apply to information to be stated in the flight plan, Item 15 (Route), when flight planning along random routes:
Turbojets in Bodø OFIR/OCA: specify speed in terms of Mach number.
All other aircraft in Bodø OFIR/OCA: specify the speed in terms of TAS.
In both cases the speed shall be indicated at the Bodø OFIR/OCA entry point.
Specify requested flight level, at Bodø OFIR(OCA entry point.
Specify route of flight, as relevant, according to the following:
Bodø OFIR/OCA entry point.
If the flight time between Bodø OFIR/OCA entry point and Bodø OFIR/OCA exit point is less than 90 MIN, intermediate points may be omitted. If not, significant points in accordance with procedures described in DOC 7030 - NAT Region shall be inserted.
Bodø OFIR/OCA exit point.
Note: Each point at which a change in speed or level is requested must be specified, and in each case followed by the next route segment expressed as significant points or coordinates.
Estimated time over relevant significant points and reporting points stated in para 3.2.1 iii, shall be specified in Item 18 (Remarks) of the flight plan.
The following principles apply to information to be stated in the flight plan, Item 15 (Route):
Turbojets in Bodø OCA: Specify the speed in terms of Mach number.
All other aircraft in Bodø OCA: specify the speed in terms of TAS.
In both cases the speed shall be indicated at the Bodø OCA entry point.
Specify requested flight level at Bodø OCA entry point.
Specify the ATS route designator.
Note: Each point at which a change in speed or level is requested must be specified, and followed in each case by the next route segment.
Estimated times over compulsory reporting points as stated in ATS route descriptions, shall be specified in Item 18 of the flight plan (remarks).
Flights partly planned along a published ATS route are considered as a flight along random routes, REF para 4.5.1.
Within an ATS surveillance environment where VHF communications are available, controllers alerted to errors will intervene using VHF voice communication. In areas (surveillance or otherwise) where VHF voice communication is not available, controllers rely on position reports, augmented by ADC-C and ADS-B transmissions to monitor conformance. Controllers, when alerted to errors, will intervene using HF, CPDLC, SATVOICE or any other means available. Given the potential delay in intervention, it has been determined that encouraging aircraft operating in the NAT to fly self-selected lateral offsets, provides an additional safety margin and mitigates the risk of traffic conflict when abnormal events (such as aircraft navigation errors, height deviation errors and turbulence induced altitude keeping errors) do occur. Collision risk is significantly reduced by application of these offsets. These procedures are known as "Strategic Lateral Offset Procedures (SLOP)".
an aircraft may fly offsets right of centreline in increments of 0,1 NM up to a maximum of 2 NM; and
offsets left of centreline are not permitted.
Aircraft without automatic offset programming capability must fly the centreline.
Aircraft able to program lateral offsets in 1/10th of a nautical mile shall use this functionality, as it contributes to risk reduction.
It is recommended that flight crews of aircraft capable of programming automatic offsets should randomly select flying centreline or an offset. In order to obtain lateral spacing from nearby aircraft (i.e. those immediately above and/or below), flight crews should use whatever means are available (e.g. ACAS/TCAS, communications, visual acquisition, GPWS) to determine the best flight path to fly.
An aircraft overtaking another aircraft should offset within the confines of this procedure so as to minimize the amount of wake turbulence for the aircraft being overtaken.
For wake turbulence purposes, flight crews should fly on of the offset positions. Flight crews may contact other aircraft on the air-to-air channel, 123.450 MHz, as necessary, to coordinate the best wake turbulence mutual offset option. (Note: It is recognized that the flight crew will use their judgement to determine the action most appropriate to any given situation, and that the pilot-in-command has the final authority and responsibility for the safe operations of the aircraft.)
Flight crews may apply an offset outbound at the oceanic entry point and must return to centreline prior to the oceanic exit point unless otherwise authorized by the appropriate ATS authority or directed by the appropriate ATC unit.
There is no ATC clearance required for this procedure and it is not necessary to advise ATC.
Position reports should be based on the waypoints of the current ATC clearance and not the offset positions.
Aircraft shall not apply SLOP below FL285 in the Reykjavik CTA and Bodø OCA.
The Civil Aviation Authority of Norway (CAA-N) has adopted an Operational Directive (OD) requiring the use of pressurized aircraft for all commercial air transport (CAT) operators conducting scheduled passenger flights with airplanes over mountainous land areas in Norway.
Mountainous areas in this context include all areas along intended routes, as well as relevant alternates where Minimum Obstacle Clearance Altitude or Grid Minimum Off-Route Altitude (MOCA/Grid MORA) is at or above 8000 feet,
REF Regulation (EU) No 965/2012 Annex IV, CAT.OP.MPA.145 - Establishment of minimum flight altitudes. This includes terrain with elevation at or above 6000 feet.
The OD applies as a national requirement in addition to Regulation (EU) No 965/2012.
The OD is published here:
https://lovdata.no/dokument/SF/forskrift/2016-05-24-512.