thanks for sharing.This is very useful for me.A B777 student pilot from China.We fly the Pacific route often.Good to learn about the Atlantic.😄😄😄😄😄

This documentary really helped me understand long range navigation procedures in OPS.

Awesome documentary, I learned so much useful stuff ! Also the production is excellent, for instance the music themes during the chapters seem to share the "emotions" of such a system. Let me explain why : Intro (0:34) : "Even if everything looks hectic and complex, the Shanwick OCA works calmly and quietly." The Shanwick Operation, an Overview (3:00) : "Welcome ! Another good day here at the OCA Control Centers, they're vibed to work here." A Standard Westbound Flight (8:48) : "Yeah, so excited to take this A330 to Boston !" The South-East Corner (32:58) : "The exact music that makes you feel like a bird flying in a beautiful sky." When Things go Wrong (37:54) : "It's a complex environment, with lots of technology, qualified people, and rules to follow." Contingencies and Emengercies (49:31) : "Even if a problem occurs, we have the solution." Conclusion 1 (1:01:29) : "Even if it's a hard goal, we achieve it." Conclusion 2 (1:05:14) : "All we have to do to keep crossing the NAT safely and efficiently."

Excellent vid. I never knew that all of this business was so complicated. 👍☘️

I'm so glad to watch this documentary very detailed and informative, awesome job role.

Highly detailed and informative documentary. I always wonder how these procedures came about and were implemented, especially given such a vast area of coverage!

So very interesting . With no boring mid point!!! Many thanks.

Really interesting documentary

! ! ! OUTSTANDING ! ! ! Many Thanks !

Actually Todd the equipment was new in 2006 the year before I retired. There is actually a massive amount of automation in it, all the routine, simple stuff much of which had been automated for decades. However it was impossible to produce automation that could deal with every possible and unexpected situation so the poor old human had to be in there to deal with these which means he/she has to be kept in the loop. It was technically perfectly possible for the computer to generate a clearance and uplink it to the aircraft without bothering the controller but we could never make a safety case for that. The uplink could technically go straight into the aircraft's flight management system, rerouting the aircraft, however the pilot always had to be shown it first and push a button to let that happen and acknowledge it to ATC. (would you want it any other way? Would people be happy to fly with no pilot in the cockpit or controller on the ground?) I visited the centre a couple of years back and things have changed a little but only details rather than the way it all operates. It's actually very efficient in terms of number of aircraft under control and number of controllers and their workload.

Very interesting video. I think now every airliner must have ads-b, making it even more safe.

La W202 est passée par là ! Courage à tous !

Excellent!!

Is there a transcript of this excellent document?

BIG BIG QUESTION. GETTING INTO NAT-HLA AIRSPACE WITH ADS-B ONLY ONBOARD AIRCRAFT, DO I NEED TO COMMUNICATE FULL STANDARD POSITION REPORT? OR JUST DE DATA LINK PHRASEOLOGY? EXAMPLE: GANDER RADIO: N123 SELCAL CHECK, ICELAND NEXT

Do you know how that parallel lines to actual route is made? 55:55

all this should go away with Starlink

Slow, mundane, dry; i.e. Watch this presentation if you have insomnia ! Subject matter of great interest to me. The presentation is **** !!!! Good day chaps !

Stone Age. All of this could be automated.

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