At a glance
| Region | North Atlantic oceanic airspace between Europe and North America |
|---|---|
| Typical traffic | Business jets, VIP charters, ferry and delivery flights, ad-hoc airline sectors |
| Route options | Published organised tracks or random routes, chosen per crossing |
| Common tech stops | Iceland, Greenland, Azores, Shannon, Atlantic Canada (aircraft dependent) |
| LFS role | Flight planning, route and level options, fuel and alternates, tech stop handling, flight watch |
| Desk | 24/7/365 duty desk with a named dispatcher per trip |
What a North Atlantic oceanic clearance involves
The North Atlantic is one of the busiest oceanic regions in the world, and most of it sits outside radar and VHF coverage. Before an aircraft leaves domestic airspace for the ocean it needs a clearance from the oceanic control area it is entering. That clearance sets the route, the flight level and, in many cases, the speed the aircraft must hold across the ocean. Separation is then maintained procedurally and through datalink position reporting rather than by a controller watching a radar screen.
In general terms the process runs in a fixed order. The flight plan is filed with the intended oceanic entry point, route and level. As the aircraft approaches the ocean, the crew requests the clearance, by voice or by datalink, depending on the aircraft's equipment and the procedures in force at the time. The controller issues the clearance as requested or with changes, and the crew confirms it and checks it against the flight management system before entry. Any change to level, speed or route after that is a re-clearance, and the fuel picture has to be checked again.
The aircraft's equipment and the crew's approvals decide which parts of the airspace and which levels are available. Requirements are revised regularly, so LFS checks the current published rules for each trip and confirms them with the crew. Regulatory details change and must always be confirmed with the LFS ops desk.
NAT tracks flight planning: tracks or random routes
Traffic between Europe and North America is concentrated in two daily flows: westbound during the day and eastbound overnight. To handle that volume, a set of organised tracks is published for each flow, positioned around the forecast jet stream. Each track is a fixed route across the ocean with a set of available levels.
When a track makes sense
A track can offer the best winds on a busy night and is often the simplest request for the crew. The trade-off is competition: levels on the most efficient tracks fill quickly, and an aircraft that cannot get its planned level may be cleared lower or onto a different track, which changes fuel burn.
When a random route makes sense
Many business jets fly higher than most airline traffic and outside the peak flow times, which can make a random route the better option. A random route can be shorter for northern city pairs, avoid the congested track entry points, and fit the aircraft's preferred cruise level. The LFS dispatcher plans both options for the crossing window, compares time and fuel, and recommends one with the reasoning written into the trip file.
When the next track message is published, the plan is checked again. If the tracks have moved, we tell the operator and the crew what has changed and whether the route should be re-filed.
Tech stops, alternates and fuel positioning
For aircraft that cannot comfortably fly the full sector, or when winter headwinds cut into range, the crossing is broken with a tech stop. Typical options include Iceland, Greenland, the Azores, Shannon and airports in Atlantic Canada. The right choice depends on the aircraft, the season, runway and weather suitability, opening hours, customs requirements and what ground services are actually available on the day.
Alternates need the same care. Over the ocean, the plan has to hold if the aircraft needs to divert, so en-route and destination alternates are chosen with weather, runway, opening hours and fuel in mind rather than simply by distance. LFS includes alternate weather and opening hours in the briefing pack and re-checks them before departure.
Fuel is the third part. At remote tech stops supply can be limited, and timing matters. LFS uses contracted Jet A-1 supply with a multi-FBO comparison where more than one supplier is available, confirms the quantity in writing, and makes sure the fueler and handler know the arrival time. See how we handle uplift on our jet fuel page.
Transatlantic trip support from the LFS dispatch desk
Transatlantic trip support is more than a flight plan. A crossing usually touches three or four countries in one day: departure, tech stop, destination and sometimes an overflight state on the way. Each may need landing or overflight permission, handling, customs and crew services. The LFS desk coordinates all of them under one trip file, so the crew has one contact instead of several.
Flight planning and filing is run by our flight dispatch team. Permissions for each state on the route are handled by the permits desk. Ground services at the tech stop and destination are booked through ground handling, and crew hotels and transport after a long day are arranged by our crew logistics team.
Typical aircraft we plan crossings for include long-range business jets that can fly the ocean non-stop, mid-size jets that need a tech stop in one direction or both, and turboprops on ferry or delivery flights that need careful stop planning and fuel positioning.
How we support your trip
- 01
Request
Send the aircraft, crew, schedule and passenger details. A named dispatcher opens the trip file and confirms what the crossing involves for that aircraft.
- 02
Plan
The dispatcher compares organised track and random route options against forecast winds, equipment and fuel, and builds the flight plan with entry and exit points and level options.
- 03
Permits
Landing and overflight permissions for the departure, tech stop and destination countries are checked and filed where needed through our direct relationships with civil aviation authorities.
- 04
Handling
Handling, customs and crew services are booked at the tech stop and destination, with written confirmation sent to the crew.
- 05
Fuel
Fuel is positioned at the tech stop using contracted Jet A-1 supply and a comparison of the available FBOs, with uplift quantities matched to the plan.
- 06
Wheels-up
The crew receives a complete briefing pack. The desk follows the flight across the ocean and recalculates fuel and alternates if a re-clearance changes the plan.
Oceanic clearance service: what to send us
To open a crossing quickly, send the following. Missing items can follow, but the earlier we have them the better the plan.
- Aircraft type, registration and the equipment carried for oceanic operations
- Crew names and any approvals relevant to North Atlantic operations
- Departure, destination, preferred tech stop and schedule window
- Passenger count and any customs or immigration needs at the stop
- Fuel preferences, payment method and any supplier restrictions
If you are not sure what the aircraft or crew is approved for, tell us at the start. It decides which routes and levels can realistically be planned, and finding out late can mean re-planning the whole crossing.
Frequently asked questions
Does LFS obtain the North Atlantic oceanic clearance for the crew?
The oceanic clearance is issued by the oceanic control area to the flight, and the crew requests, receives and reads it back, by voice or datalink depending on the aircraft and the procedures in force. LFS prepares everything around it: a flight plan built on a realistic track or random route, entry point and level options, fuel figures and alternates, so the crew requests a clearance that is likely to be granted as filed.
Can LFS plan both organised track and random route crossings?
Yes. The dispatch desk compares the published organised tracks for the crossing window with random route options and recommends the one that best fits the aircraft's performance, equipment and fuel position. The final choice is made with the operator and the crew, and the plan is re-checked when the next track message is published.
What do you need from us to plan a transatlantic crossing?
Aircraft type and registration, equipment and approvals carried for North Atlantic operations, crew names, planned departure and destination, passenger count, desired schedule and any tech stop preference. If the aircraft or crew approvals are unclear, tell us early; they change which routes and levels can be planned.
Which tech stops do you plan for Atlantic crossing planning?
It depends on the aircraft's range, the season, the winds and the ground services needed. Typical options sit in Iceland, Greenland, the Azores, Shannon and Atlantic Canada. LFS compares runway and weather suitability, opening hours, customs, handling and fuel availability for each option and confirms them with local agents before the crossing.
Can LFS arrange fuel and handling at the tech stop?
Yes. LFS books handling, compares available fuel suppliers, confirms the uplift quantity and arranges customs and crew services where needed. Fuel and handling are confirmed in writing before departure so the crew knows exactly what will be waiting on arrival.
What happens if the clearance differs from the filed plan?
Re-clearances to a different track, level or speed are part of oceanic flying. The LFS desk monitors the flight and can recalculate fuel and alternates when the crew passes on the new clearance, so the destination and alternate plan still work.
Are North Atlantic rules the same every year?
No. Equipment requirements, airspace designations and clearance procedures are revised regularly. LFS checks the current published requirements at the time of each trip and confirms them with the crew; operators should always confirm current regulatory details with the LFS ops desk before relying on them.
Planning a crossing to or from an LFS station? See our coverage map.