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5.3.1 The provision of air traffic service at RATSU (61°N 010°W) has been delegated by
Shanwick to Reykjavik. Flights intending to enter NAT Oceanic airspace via RATSU (61°N 010°W) should
not call Shanwick for an Oceanic Clearance. The required Oceanic Clearance will be issued by Reykjavik
Control. There are three points established at the boundary of delegated airspace from Scottish to Reykjavik,
BESGA, DEVBI and BARKU on routes to RATSU. Reykjavik will issue Oceanic Clearances from those
points. Aircraft that have not received their oceanic clearance prior to those points shall enter Reykjavik
airspace at the domestic cleared flight level while awaiting such oceanic clearance.
5.4 OCEANIC CLEARANCES FOR FLIGHTS INTENDING TO OPERATE WITHIN THE
NAT REGION AND SUBSEQUENTLY ENTER THE EUR OR NAM REGIONS
5.4.1 As indicated in Chapters 3 and 4 of this Manual, to provide for the safe and efficient
management of flights to/from the NAT Region, transition route systems/schemes are established in the
NAM and EUR Regions. These schemes detail particular domestic routings associated with each landfall
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 5
NAT MNPS 25 Edition 2008
point. Flights in this category must be planned in accordance with these schemes. Should a pilot of a flight
in this category receive a clearance on a route other than originally flight planned, special caution should be
exercised to ensure that the co-ordinates of the assigned route and of the associated landfall and subsequent
domestic routings are fully understood and correctly inserted into the automated navigation systems.
Appropriate cross checks should be carried out. In all cases when an en route re-clearance is requested, the
pilot should ensure that the revised ATC clearance includes the new routing from the oceanic exit point to
the first landfall point or coastal fix. If at the time of being given a clearance or re-clearance, the pilot has
any doubt concerning the subsequent domestic routing, details should be checked with the ATC unit issuing
the clearance/re-clearance.
5.5 OCEANIC CLEARANCES FOR RANDOM FLIGHTS INTENDING TO OPERATE
WITHIN THE NAT REGION AND SUBSEQUENTLY ENTER REGIONS OTHER THAN
NAM OR EUR
5.5.1 Oceanic Clearances issued to flights in this category are similar to domestic ATC clearances
in that clearances are to destination on the assumption that co-ordination will be effected ahead of the
aircraft's passage. In this case, if necessary, the flight profile may be changed en route, prior to hand-over
from one centre to another, subject to traffic conditions in the adjacent area.
5.6 OCEANIC FLIGHTS ORIGINATING FROM THE CAR OR SAM REGIONS AND
ENTERING NAT MNPS AIRSPACE VIA THE NEW YORK OCA
5.6.1 If a pilot has received the three clearance elements. i.e. a complete route, altitude, and Mach
Number, even if these elements are not issued at the same time, then the pilot has been provided with an
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
　
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