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the relevant ATS Providers throughout the proposed route.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 5
NAT MNPS 22 Edition 2008
Chapter 5: Oceanic ATC Clearances
5.1 GENERAL
5.1.1 Oceanic Clearances are required for all flights within NAT controlled Airspace (at or above
FL55). Pilots should request Oceanic Clearances from the ATC unit responsible for the first OCA within
which they wish to operate, following the procedures and the time-frame laid down in appropriate AIPs.
Such clearances, although in most cases obtained some time before reaching the Oceanic entry point, are
applicable only from that entry point. It is recommended that pilots should request their Oceanic Clearance
at least 40 minutes prior to the Oceanic entry point ETA except when entering the Reykjavik area from the
Scottish or Stavanger areas, then the clearance should be requested 20 minutes before the Oceanic entry
point ETA.
5.1.2 To assist the OAC in pre-planning optimum airspace utilisation, when requesting an oceanic
clearance the pilot should notify the OAC of the maximum acceptable flight level possible at the boundary,
taking into account that a climb to the assigned oceanic flight level must be achieved prior to entering
oceanic airspace and normally whilst the aircraft is within radar coverage. The pilot should also notify the
OAC of any required change to the oceanic flight planned level, track or Mach Number as early as
practicable after departure. If requesting an OTS track, the clearance request should include the next
preferred alternative track.
5.1.3 Specific information on how to obtain oceanic clearance from each NAT OAC is published
in State AIPs. Various methods of obtaining Oceanic Clearances include:
a) use of published VHF clearance delivery frequencies;
b) by HF communications to the OAC through the appropriate aeradio station (in accordance
with the timeframes detailed in paragraph 5.1.1 above);
c) a request via domestic or other ATC agencies;
d) by data link, when arrangements have been made with designated airlines to request and
receive clearances using on-board equipment (ACARS). This method of Oceanic Clearance
delivery is only possible from participating OACs with the necessary means of automation.
Detailed procedures for its operation may vary. Gander and Shanwick OACs have been
providing such a facility for a number of years and the relevant operational procedures are
available for download from the NAT PCO website (see http://www.nat-pco.org/).
Reykjavik and Santa Maria OACs anticipate offering such an ACARS-based service in the
near future. New York OAC expects to use the FANS 1/A CPDLC function to uplink some
oceanic clearances.
5.1.4 At some airports situated close to oceanic boundaries or within the NAT Region, it may
be necessary to obtain the Oceanic Clearance before departure. These procedures are detailed in relevant
State AIPs, which should be consulted prior to departure. On the east side of the NAT, this will apply to
departures from all Irish airfields, all UK airfields west of 2° 30'W and all French Airfields west of zero
degree longitude. Oceanic Clearances for controlled flights leaving airports within the region are issued by
the relevant ATS unit prior to departure.
5.1.5 If an aircraft, which would normally be RVSM and/or MNPS approved, encounters, whilst
en route to the NAT Oceanic Airspace, a critical in-flight equipment failure, or at dispatch is unable to meet
the MEL requirements for RVSM or MNPS approval on the flight, then the pilot must advise ATC at initial
contact when requesting Oceanic Clearance.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 5
NAT MNPS 23 Edition 2008
5.1.6 After obtaining and reading back the clearance, the pilot should monitor the forward estimate
for oceanic entry, and if this changes by 3 minutes or more, the pilot must pass a revised estimate to ATC.
As planned longitudinal spacing by these OACs is based solely on the estimated times over the oceanic entry
fix or boundary, failure to adhere to this ETA amendment procedure may jeopardise planned separation
between aircraft, thus resulting in a subsequent re-clearance to a less economical track/flight level for the
complete crossing. Any such failure may also penalise following aircraft.
5.1.7 If any of the route, flight level or Mach Number in the clearance differs from that flight
planned, requested or previously cleared, attention may be drawn to such changes when the clearance is
delivered (whether by voice or by datalink). Pilots should pay particular attention when the issued clearance
differs from the Flight Plan. (N.B. a significant proportion of navigation errors investigated in the NAT
involve an aircraft which has followed its Flight Plan rather than its differing clearance).
　
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