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pilot receive a clearance on a track other than originally flight planned, special caution should be exercised to
ensure that the co-ordinates of the assigned track and of the associated landfall and domestic routings are
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fully understood and correctly inserted into the automated navigation system. 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, 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, the flight profile may be changed en route, prior to hand-over from one centre
to another, depending upon 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 of Oceanic Clearances or re-clearances by pilots. 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 HF communications.
Waypoint Insertion Errors
5.7.3 Experience has shown that many of the track keeping errors which occur result from:
• failure to observe the principles of checking waypoints to be inserted in the navigation systems,
against the ATC cleared route;
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• failure to load waypoint information carefully; or
• 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 26 Edition 2005
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
　
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