{"version":"1.0","provider_name":"Advanced Aircrew Academy","provider_url":"https:\/\/www.aircrewacademy.com\/blog","author_name":"Advanced Aircrew Academy","author_url":"https:\/\/www.aircrewacademy.com\/blog\/author\/advanced-aircrew-academy\/","title":"Changing Separation Minima in Oceanic Airspace | Air Crew Academy","type":"rich","width":600,"height":338,"html":"<blockquote class=\"wp-embedded-content\" data-secret=\"nAguCy9WdT\"><a href=\"https:\/\/www.aircrewacademy.com\/blog\/blog-changing-separation-minima\/\">Changing Separation Minima in Oceanic Airspace<\/a><\/blockquote><iframe sandbox=\"allow-scripts\" security=\"restricted\" src=\"https:\/\/www.aircrewacademy.com\/blog\/blog-changing-separation-minima\/embed\/#?secret=nAguCy9WdT\" width=\"600\" height=\"338\" title=\"&#8220;Changing Separation Minima in Oceanic Airspace&#8221; &#8212; Advanced Aircrew Academy\" data-secret=\"nAguCy9WdT\" frameborder=\"0\" marginwidth=\"0\" marginheight=\"0\" scrolling=\"no\" class=\"wp-embedded-content\"><\/iframe><script type=\"text\/javascript\">\n\/* <![CDATA[ *\/\n\/*! This file is auto-generated *\/\n!function(d,l){\"use strict\";l.querySelector&&d.addEventListener&&\"undefined\"!=typeof URL&&(d.wp=d.wp||{},d.wp.receiveEmbedMessage||(d.wp.receiveEmbedMessage=function(e){var t=e.data;if((t||t.secret||t.message||t.value)&&!\/[^a-zA-Z0-9]\/.test(t.secret)){for(var s,r,n,a=l.querySelectorAll('iframe[data-secret=\"'+t.secret+'\"]'),o=l.querySelectorAll('blockquote[data-secret=\"'+t.secret+'\"]'),c=new RegExp(\"^https?:$\",\"i\"),i=0;i<o.length;i++)o[i].style.display=\"none\";for(i=0;i<a.length;i++)s=a[i],e.source===s.contentWindow&&(s.removeAttribute(\"style\"),\"height\"===t.message?(1e3<(r=parseInt(t.value,10))?r=1e3:~~r<200&&(r=200),s.height=r):\"link\"===t.message&&(r=new URL(s.getAttribute(\"src\")),n=new URL(t.value),c.test(n.protocol))&&n.host===r.host&&l.activeElement===s&&(d.top.location.href=t.value))}},d.addEventListener(\"message\",d.wp.receiveEmbedMessage,!1),l.addEventListener(\"DOMContentLoaded\",function(){for(var e,t,s=l.querySelectorAll(\"iframe.wp-embedded-content\"),r=0;r<s.length;r++)(t=(e=s[r]).getAttribute(\"data-secret\"))||(t=Math.random().toString(36).substring(2,12),e.src+=\"#?secret=\"+t,e.setAttribute(\"data-secret\",t)),e.contentWindow.postMessage({message:\"ready\",secret:t},\"*\")},!1)))}(window,document);\n\/* ]]> *\/\n<\/script>\n","description":"Navigation within North Atlantic (NAT) airspace is becoming more accurate. The tighter Performance Based Navigation (PBN) specifications, communications by data-link (CPDLC), and monitoring of position information by ADS-C are, in combination, allowing for tighter spacing of aircraft. In that regard, the philosophy is that the best-equipped airplanes are best served. A NAT Regional Supplemental Procedures (SUPPS) amendment now calls for aircraft intending to conduct operations within specified NAT airspace to be fitted with operating FANS 1\/A (or equivalent), CPDLC, and ADS-C. Since February 7, 2013, new requirements have applied to specified tracks and flight levels within the NAT system in Gander and Shanwick oceanic control areas. Beginning February 15, 2015, changes will apply to specified portions of NAT Minimum Navigational Performance Specifications (NAT MNPS) airspace; however, the specific airspace and flight levels that will be affected by the 2015 change have yet to be determined. Gander and Shanwick have conducted trial 30-30 (30 NM Lateral and 30 NM Longitudinal) separation minima. Beginning December 10, 2013 the New York Air Route Traffic Control Center (ARTCC) will begin applying 30 NM lateral and 30 NM longitudinal separation minima for appropriately authorized and equipped RNP-4 certified aircraft throughout the New York Oceanic Control Area (CTA).","thumbnail_url":"https:\/\/www.aircrewacademy.com\/media\/rokgallery\/9\/9fc98490-c60e-4808-f5dd-c15c30acd979\/912ac6ba-74a6-4404-e678-845f8340b0bc.png"}