FAA CPDLC InFO Highlights Larger Issues with North Atlantic Communications

Feb. 17, 2026

An FAA Information for Operators (InFO) notice about ongoing issues with controller-pilot data link communication (CPDLC) route messages in North Atlantic airspace points to a greater concern over flight crews that misunderstand correct oceanic procedures.

InFO 26005 cited incorrect or late CPDLC oceanic clearance responses by Part 91, 121 and 135 flight crews, leading to what Gander Area Control Centre termed “a significant increase in frequency congestion, pilot errors and ATC workload,” after oceanic clearances transitioned from VHF voice to text-based communications in December 2024. View InFO 26005.

With that transition, flight crews received ATC route clearances and uplinks through CPDLC. Standard procedure calls for crews to verify they can fly that new clearance, then load it into their aircraft’s flight management system (FMS). Approximately five minutes after the initial message, ATC queries to “CONFIRM ASSIGNED ROUTE.”

However, if the flight crew responds without the new route loaded, “the FMS spits out the current route instead,” said Richard Boll, chair of the NBAA Domestic Operations Committee’s Airspace and Flight Technologies Subcommittee. “If that doesn’t match the assigned route, Gander has a problem.”

It can also lead to route deviations. According to the North Atlantic Central Monitoring Agency, Gander reported 475 lateral errors in 2025, a 71% increase over the preceding year. Total errors across all categories and aircraft increased 29% over 2024, to 600.

Due in part to these issues, Gander ACC reverted to VHF oceanic entry clearances in May 2025 but intends to return to CPDLC by this summer. Shawn Scott, co-founder of international training provider Scott IPC, emphasized that pilots need to revisit and strengthen their voice and datalink reroute procedures.

“You file your flight plan with the maximum altitude you can fly, take off and then send a request for clearance (RCL) between 60 to 90 minutes out from the oceanic entry point,” he said. “The term RCL itself is misleading, as it implies crews must ask for a second clearance. You don’t.

“What you’re doing is verifying what is loaded into your FMS with the request for a specific flight level,” Scott continued. “They may try to move you to a different altitude, and if that doesn’t successfully deconflict you they’ll adjust your route laterally.”

The InFO further noted crews may misinterpret those FMS messages. UM79 (CLEARED TO [point] VIA ROUTE CLEARANCE) is “not a clearance to proceed direct to the [point] displayed in the uplink, but rather a new route to that [point],” it stated. Similarly, UM80 (CLEARED ROUTE CLEARANCE) “is not a ‘cleared as filed’ message. It is a new route.”

Boll also urges flight crews to familiarize themselves with ICAO’s comprehensive guidance on North Atlantic operations, including NAT Document 007. “You’ll find everything there on how to operate in the North Atlantic,” he added. “Everybody flying the NAT needs to know this.”

Proper North Atlantic communications procedures will be in the spotlight throughout the 2026 NBAA International Operators Conference coming to San Diego, from March 1-3.