New Doc 007 - NAT HLA (March 19, 2026)

V.2026-1 (Applicable from March 19, 2026)

A new version of the document will come into effect on March 19, 2026 and includes the following changes.

1. A definition of "Random Route" is added.

"A NAT Route segment that does not follow a published OTS track in its entirety".

2. The definition of "RCL" (Request for Clearance) is amended to introduce ETO.

"voice, or data link message via ACARS, used to provide ETO at OEP, requested flight level, and Mach. (The RCL, or "RCL RECEIVED", is not a clearance).

3. Introduction of ETO and elimination of ETA.

“Estimated Time Over Significant Point”

4. FMS waypoint format and waypoint verification procedures

This section explains how crews and operators should enter and verify ocean waypoints in the FMS, especially those expressed in degrees and minutes, to reduce navigation errors in ocean airspace (e.g., NAT).

Pilots must be trained to recognize and use:

• Waypoints in whole degrees

• Half-degree waypoints

Some FMS displays or maps do not always show the complete coordinates → risk of error if the input is not understood correctly.

Waypoint format in the navigation database

✈️ Use of full contact details

NAT operators must use full latitude/longitude coordinates (13 characters) for ocean waypoints.

✈️ Using the ARINC 424 format

Databases must use:

• ARINC 424 format for half-degree waypoints

  → Example: H5250 = 52°30'N 050°W

• ARINC 424 “N-suffix” format for integer degree waypoints

  → Example: 5200N = 52°N 050°W

✈️ CPDLC Clearances

• Ocean clearances transmitted by CPDLC are given in full lat/long coordinates.

• Crews must know how to match FMS formats.

✈️ Operator Responsibility

If the aircraft uses an abbreviated waypoint identifier (5 characters), operators must:

• Train crews to verify complete coordinates.

• Implement robust verification procedures.

Crew procedures for verifying entered coordinates

Crews must have procedures for:

• Check that the degrees AND minutes are correctly loaded into the FMS.

• Apply CRM techniques to reduce errors.

Both pilots must check independently:

1. During pre-flight programming

   → Verification of the complete coordinates of each ocean waypoint.

2. After receiving a modified clearance

   → New complete verification of coordinates.

3. Before entering the oceanic zone

   • Checking ocean waypoints

   • Checking NEXT and NEXT +1 waypoints

   • Cross-check with the clearance or flight plan.

   
   

5. GNSS interference

The manual maintains that GNSS interference generated within the NAT region is "unlikely" .

However, controllers note a significant increase in aircraft entering NAT airspace with degraded navigation capabilities after experiencing jamming earlier in their flight (Black Sea, Baltic, Mediterranean areas).

The major difference in the 2026 version is the addition of practical references to help crews and operators manage this risk:

• New Procedures Bulletin: The text now explicitly refers to a specific document: the NAT OPS Bulletin "NAT GNSS Interference Procedures" (Serial no. 2025_001) . This indicates that the handling of these failures is being standardized through specific procedures.

• Situational awareness tool: Manual V.2026 officially adds the link to the website https://gpsjam.org to allow operators to monitor daily occurrences of interference.

  
  

The manual reminds dispatchers and pilots that if the aircraft experienced interference before entering the NAT, this may prevent the application of reduced separations (which are the norm in the NAT) due to:

• Missing or poor quality ADS-B data.

• ADS-C reports with a low "Figure of Merit" (FOM).

• Unable to connect to the CPDLC (often due to an onboard clock being off by GPS spoofing).

In summary: This is not a "routine" in the sense that it happens to everyone on every flight, but it has become a sufficiently recurring operational problem for ICAO to include links to dedicated procedure bulletins and real-time monitoring tools in the 2026 edition.

And finally, a reminder regarding NAT HLA entries:

• Entering via Shanwick :

  • ✅RCL mandatory 30-90' before the OEP.

  • ✅Oceanic clearance to be received (only on Shanwick).

    
    

• Entering via Gander :

  • ✅ Mandatory RCL 60-90' before the OEP.

  • ❌No oceanic clearance. You receive a "RCL RECEIVED" message, but entry is subject to control clearance.

    
    

• Upon entering Reykjavik :

  • ❌No RCL (new in March 2026).

  • ❌No oceanic clearance (even on Reykjavik-Gander or Reykjavik-Shanwick)

• Entering New York Oceanic East :

  • ❌No RCL.

  • ❌No oceanic clearance.

• Upon entering Santa Maria :

  • ✅ RCL required at least 40 minutes before OEP (except for departures from the Azores)

  • ❌No oceanic clearance. You receive a "RCL RECEIVED" message.

• Upon entering Bodo :

  • ✅ RCL mandatory at least 20 minutes before the OEP

  • ❌No oceanic clearance. You receive a "RCL RECEIVED" message.