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International Flight

North Atlantic Tracks (NATs)​

Routes across the Atlantic Ocean to our European destinations are usually accompanied by NAT routing which could be seen in your SimBrief OFP. NATs are updated twice a day and are based on prevailing winds. The FAA published NOTAMs for these that show the current NATs as well as all of the associated information.

NAT NOTAM

This information is for track Q or Quebec as seen by the letter at the beginning of the routing portion. Generally eastbound routes are displayed first in the NOTAMs with westbound routes coming right after. We can confirm this by looking for the EAST or WEST LVLS section which show the valid altitudes for the route. In this case, Track Q shows EAST LVLS of FL340, FL350, FL360, FL370, FL380, FL390, and FL400 are all valid while WEST LVLS shows NIL.

Breaking down the actual routing portion of the track starts with the entry point of RIKAL which is a normal waypoint that can be entered into your FMC “as is”. 53/50 can not be entered into the FMC in that current state, and should be converted. 53/50 represents 53.00 degrees North/50.00 degrees West and would be entered into the FMC as 5350N. We continue on with the remaining points until our exit point at KESIX.

Entering LAT/LONG waypoints will vary by the area of the world you are in. Utilize the picture below for the correct formatting.

LAT/LONG Map

NAT/Oceanic Clearance and Position Reports​

While flying on your oceanic portion of the flight you may be outside of radar coverage meaning that ATC can no longer see you and will rely entirely on position reports to ensure traffic separation. Before entering the oceanic portion of your flight, you will have to request oceanic clearance which may be done in various ways depending on who is online and the equipment being used on VATSIM at the time. If you are in Shanqick, Gander, Reykjavik, or Santa Maria OCAs, you may be able to request your clearance via VATSIM's "natTrak" website (https://nattrak.vatsim.net). If not in use, or in an area that does not allow clearances through a website, a voice clearance is required. Please keep in mind that this clearance is separate from your IFR clearance that you would have received before departing your departure airport. An oceanic clearance request can sound like this;

Pilot: Gander Radio, American Three-Eight requesting clearance to London-Heathrow via NAT Quebec, FL400 Mach 0.87, estimated time at RIKAL 0511 zulu.”

You will receive a clearance back which now allows you to enter into the oceanic portion of the flight. Return to your previous frequency until instructed to contact the next sector which will be the non-radar controller for the oceanic portion.

Position reports may be required during your journey and should be passed, when needed, at each waypoint in the following format; the waypoint you are crossing, current time, current flight level, current mach, estimated next point and crossing time, the waypoint after that. Depending again on the current controller's setup on the VATSIM network, your reports may be passed, if needed, through an online website or VATSIM's natTrak website. The controller information should have specifics on how they are handling position reports. If they are not using any website and are requesting you to make verbal position reports, the exchange should go something like this;

Pilot: Gander Radio, American Three-Eight with position report.

Radio: American Three-Eight, Gander Radio, pass your message.

Pilot: Gander Radio, American Three-Eight reporting over 53 North 50 West at time 0617 zulu, flight level 400, mach 0.87. Estimating 55 North 40 West at time 0727 zulu, 57 North 30 West thereafter.

Radio: American Three-Eight, Gander Radio copies 53 North 50 West at 0617 zulu, flight level 400, mach 0.87. Estimating 55 North 40 West at time 0727 zulu, 57 North 30 West thereafter.

Pilot: Gander Radio, American Three-Eight, that is correct.

International Operations​

There are a few key differences between operating your aircraft in North America and other parts of the world such as across the pond in Europe. One difference is that altimeter settings may no longer be in inches of mercury (29.92) and could instead be reported in millibars where 1013mb is now standard. Another is that when you are issued a SID you will most likely have a letter attached to the end of the name which designates a specific runway for the SID. Depending on where you are, transition altitudes can vary unlike the US where it is set at FL180. The easiest way to get the local transition altitude is to check the SID/STAR chart or to listen to the ATIS.

Various countries will have different ways of doing things that may take some getting use to. Keep in mind that something that may be normal and customary when flying in the USA could actually result in a violation of another country's local regulations. A great way to find out about these differences is to find the local ARTCC website for where you will be flying (listed on the VATSIM website) to see if they have any pilot briefing documentation on their website to help out. Always double check your charts for additional notes that can help guide you, and as always, do not hesitate to ask the local controllers for clarification on anything you are unclear on.