Santa Maria Oceanic
Santa Maria Oceanic manages the airspace over the East Atlantic between 40°W
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!
Santa Maria flight service station (FSS) is an air traffic
facility which provides aircraft pilot briefings regarding current weather and
possible hazards along the route of flight. A FSS may also give oceanic
clearences, en-route communication services and visual flight rules (VFR) and
search and rescue (SAR) assistance.
Santa Maria uses the callsign LPPO_FSS, frequency 127.900 MHz
or 132.070 MHz. West of
40°W is covered by New York Oceanic, callsign NY_JBC_FSS, frequency 125.920 mhz. North of
45ºN are controlled by Gander, callsign CZQZ_FSS, frequency 131.70 mhz and
Shanwick, callsign EGGX_FSS frequency 131.80 mhz.
Flight plans not following any predefined NAT Track shall
include coordinates as waypoints.
Flights flying predominantly from east to west or vice-versa, shall use even
coordinates based on 10 degrees scale on longitude, and any latitude coordinates
as needed.
eg. 38N020W 39N030W 41N040W
incorrect eg. 38N018W 38N021W 39N023W
Flights flying predominantly from north to south or vice-versa, shall use even
coordinates based on 5 degrees scale on latitude, and any longitude coordinates
as needed.
eg. 40N020W 35N022W 30N027W
incorrect eg. 40N020W 38N021W 34N023W
Note:
Flight
plans not following those description over Santa Maria FIR or omit refecence
points as entery point overflying and exit points, will be kindly invited to
descend to a safe flight level according to the controller on duty. Desrigarding
this information the controller on duty have no choice then inform Vatsim
Supervisor.
Direct flight all over Santa Maria Fir not Allowd, If pilots need information
regarding overflying routes, call a controler and ask for help
Oceanic Clearences
It is of the responsibility of the pilot to get the Oceanic Clearence, having
such to make its
request at least 40 minutes BEFORE entering in the oceanic region. In case that
it does not obtain the Oceanic Cleanrence, it must immediately get a domestic
re-clearence to remain itself out of the area of oceanic control.
Resports
Aircraft entering, operating within, or leaving the Oceanic Control Area of
Santa Maria will transmit their position reports in accordance with the
following table, except if otherwise instructed by Santa Maria OAC:
|
AIR
REPORTS |
EAST - WEST |
NORTH - SOUTH |
|
|
TURBO JETS |
OTHER THAN TURBO JET |
ALL FLIGHTS |
|
Sections 1 and 3 |
20W; 40W |
20W; 30W; 40W |
20N; 25N; 30N;
35N; 40N; 45N |
|
Abbreviated |
30W |
25W; 35W |
|
When passing for each point in the flight plan, the pilot must make a Position
Report.
• In oceanic regions, the position reports are made of 10º in 10º of
longitude or 5º in 5º of latitude, as the direction of the flight and in
accordance with the following criteria:
1 - Any flight to be operated predominantly east/west will have to report its
position when entering and leaving the FIR, and every 10º
2 - Any flight to operate north/south predominantly will have to report its
position when entering and leaving the FIR, and every 5º
3 - The oceanic control centers can ask for any flight that it has reported in
one any intermediate point if to consider necessary. For former: 25W, 35W.
Selcal (SELective CALl)
This procedure is implemented in VATSIM using a private message including the
"SELCAL" word. When a pilot gets this message must contact the current oceanic
ATC as soon as possible.
This procedure is used to prevent that the pilot passes long hours listening to
the ATC, expecially in HF frequencies, where the statical noise is very strong.
In case that the controller needs to speak with the pilot, he will send the
SELCAL code of the airplane, making to sound in cockpit a
sonorous and/or luminous alarm, giving indication to the pilot of whom its
presence to the radio is necessary. Each airplane has its own pre-defined
SELCAL, never being able to be modified.
The Selcal works with the sending of 2 groups of 2 tones, each one different one
of the other, chosen of a pre-defined stack of frequencies inside of the audible
specter. The used frequencies are not harmonics, thus reducing interferencies.
Each tone corresponds to a caracther. They are A, B, C, D, E, F, G, H, J, K, L,
M, P, Q, R, S.
The SELCAL is subject to these rules:
• The fisrt tone must be lower than the second: eg: AB, FS, EG (never GE, SF or
BA)
• There can't be the same tone twice: eg: CS-CD (is an invalid selcal - C
repeats it self)
SELCAL Examples:
1. CS-JL
2. KS-GR
3. HS-LQ
4. CG-BS
5. BF-PQ
The pilot must indicate its SELCAL to the first contact with the oceanic center.
Minimum Navigation Performance System
This regulation is used only under RVSM airspace and inside conventional areas,
making order to the minimum longitudinal and lateral separation.
Airplanes on the same route: 10 minutes longitudinal and 60 miles lateral
Airplanes on diferent but crossed routes: 15 minutes longitudinal and 60 miles
lateral.
NAT Tracks
View here the text version of all NAT Tracks for today.
Reduced Vertical Separation Minima
• Vertical Reduced Separation Minima (Splittings) is implemented including the
Flight Levels 310 trought 390. This allows separations of 1000 feet for
airplanes that fly in NATs. Airplanes to cross the Atlantic, and that they are
not characterized for RVSM separations, will be lead the lower flight levels
than 290 or higher than 410.
Eastbound Levels are Odd (290/310/330/350/370/390/410)
Westbound Levels are Even (300/320/340/360/380/400)
Operation with Transponder
• Except in cases of radio lost the pilot must keep transponder in: Mode A/c,
Code 2000 all
directions
When entering in a control area on radar, the pilot will receive instructions
for new transponder
code.
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