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Oceanic Clearance and no request for one is necessary. For example: on a flight from Santo Domingo to
Europe, Santo Domingo ACC issues a Clearance with a complete route and altitude; later, San Juan CERAP
issues the aircraft a clearance to maintain Mach 0.84. At this point, all three required elements (route, Mach
Number and flight level) have been received and the flight has an Oceanic Clearance. Subsequent changes
to any single element of the Oceanic Clearance does not alter the others.
5.6.2 If the pilot has not received all three elements of an Oceanic Clearance, then a full Oceanic
Clearance should be obtained prior to entering MNPS Airspace. If any difficulty is encountered obtaining
the elements of the Oceanic Clearance, the pilot should not hold while awaiting a Clearance unless so
instructed by ATC. The pilot should proceed on the cleared route into MNPS Airspace and continue to
request the Clearance elements needed.
5.7 ERRORS ASSOCIATED WITH OCEANIC CLEARANCES
5.7.1 Navigation errors associated with Oceanic Clearances fall into several categories of which
the most significant are ATC System Loop errors and Waypoint Insertion errors.
ATC System Loop Errors
5.7.2 An ATC system loop error is any error caused by a misunderstanding between the pilot and
the controller regarding the assigned flight level, Mach Number or route to be followed. Such errors can
arise from:- incorrect interpretation of the NAT Track Message by dispatchers; errors in co-ordination
between OACs; or misinterpretation by pilots of Oceanic Clearances or re-clearances. Errors of this nature,
which are detected by ATC from pilot position reports will normally be corrected. However, timely ATC
intervention cannot always be guaranteed, especially as it may depend on the use of third-party HF (or even
Voice communications.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 5
NAT MNPS 26 Edition 2009
Waypoint Insertion Errors
5.7.3 Experience has shown that many of the track-keeping errors in the NAT MNPS Airspace
occur as a result of crews programming the navigation system(s) with incorrect waypoint data. These are
referred to as Waypoint Insertion Errors. They frequently originate from:
a) failure to observe the principles of checking waypoints to be inserted in the navigation
systems, against the ATC cleared route;
b) failure to load waypoint information carefully; or
c) failure to cross-check on-board navigation systems.
5.7.4 More detailed guidance on this subject is contained in Chapter 8, Chapter 13 and Chapter 14
of this Document.
5.7.5 Many of the navigation error occurrences are the product of one or both of the foregoing
causes. It is therefore extremely important that pilots double check each element of the Oceanic Clearance
on receipt, and at each waypoint, since failure to do so may result in inadvertent deviation from cleared route
and/or flight level.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 6
NAT MNPS 27 Edition 2009
Chapter 6: Communications and Position Reporting Procedures
6.1 ATS COMMUNICATIONS
HF Voice Communications
6.1.1 Most NAT air/ground communications are conducted on single side-band HF frequencies.
Pilots communicate with OACs via aeradio stations staffed by communicators who have no executive ATC
authority. Messages are relayed from the ground station to the air traffic controllers in the relevant OAC for
action.
6.1.2 In the North Atlantic Region there are six aeronautical radio stations, one associated with
each of the Oceanic Control Areas. They are: Bodo Radio (Norway, Bodo ACC), Gander Radio (Canada,
Gander OACC), Iceland Radio (Iceland, Reykjavik ACC), New York Radio (USA, New York OACC),
Santa Maria Radio (Portugal, Santa Maria OACC) and Shanwick Radio (Ireland, Shanwick OACC).
However, the aeradio stations and OACs are not necessarily co-located. For example, in the case of
Shanwick operations, the OAC is located at Prestwick in Scotland whilst the associated aeradio station is at
Ballygirreen in the Republic of Ireland. In addition to those six aeronautical stations, there are two other
stations that operate NAT frequencies. They are Canarias Radio which serves Canarias ACC and Arctic
Radio serving Edmonton, Winnipeg and Montreal ACC‟s.
6.1.3 To support air/ground ATC communications in the North Atlantic Region, twenty-four HF
frequencies have been allocated, in bands ranging from 2.8 to 18 MHz. There are a number of factors which
affect the optimum frequency for communications over a specific path. The most significant is the diurnal
variation in intensity of the ionisation of the refractive layers of the ionosphere. Hence frequencies from the
lower HF bands tend to be used for communications during night-time and those from the higher bands
　
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