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NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 5
NAT MNPS 22 Edition 2009
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.paris.icao.int/). 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 2009
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).
5.1.8 Furthermore it must be recognised that if the entry point of the oceanic route on which the flight is cleared differs from that originally requested and/or the oceanic flight level differs from the current flight level, the pilot is responsible for requesting and obtaining the necessary domestic re-clearance to ensure that the flight is in compliance with its Oceanic Clearance when entering oceanic airspace.
　
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