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5.1.9 There are three elements to an Oceanic Clearance: route, Mach Number and flight level. These elements serve to provide for the three basic elements of separation: lateral, longitudinal and vertical.
5.1.10 The Oceanic Clearance issued to each aircraft is at a specific flight level and cruise Mach Number. Flight level or Mach Number changes should not normally be made without prior ATC clearance. (See Chapter 7 for Application of Mach Number Technique.)
5.1.11 If pilots have not received their Oceanic Clearance prior to reaching the Shanwick OCA boundary, they must contact Domestic ATC and request instructions to enable them to remain clear of Oceanic Airspace whilst awaiting such Clearance. This is not the case for other NAT OCAs into any of which flights may enter whilst pilots are awaiting receipt of a delayed Oceanic Clearance. Pilots should always endeavour to obtain Oceanic Clearance prior to entering these other NAT OCAs; however if any difficulty is encountered the pilot should not hold while awaiting Clearance unless so directed by ATC. In such circumstances, pending receipt of the Oceanic Clearance, the aircraft should continue to maintain the flight level cleared by the current control authority.
5.1.12 An example of a pilot voice request for Oceanic Clearance is as follows:
“ACA 865 request Oceanic Clearance. Estimating PIKIL at 1131. Request Mach decimal eight zero, Flight Level three five zero, able Flight Level three six zero, second choice Track Charlie”.
5.1.13 If the request also includes a change to the original flight plan, affecting the OCA, then it should be according to the following example:
“BAW 123 request Oceanic Clearance. Estimating RESNO at 1147. Request Mach decimal eight zero, Flight Level three four zero. Now requesting Track Charlie, able Flight Level three six zero, second choice Track Delta”.
5.2 CONTENTS OF CLEARANCES
5.2.1 An abbreviated clearance is issued by Air Traffic Services when clearing an aircraft to fly along the whole length of an Organised Track. When an abbreviated clearance is issued it includes:
a) clearance Limit, which will normally be destination airfield;
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 5
NAT MNPS 24 Edition 2009
b) cleared track specified as “Track” plus code letter;
c) cleared flight level(s);
d) cleared Mach Number; and
e) if the aircraft is designated to report MET information en route, the phrase “SEND MET REPORTS”.
A typical example of such a clearance is as follows:
“ACA865 is cleared to Toronto via Track Bravo, from PIKIL maintain Flight Level three five zero, Mach decimal eight zero”.
5.2.2 Procedures exist for an abbreviated read back of an Oceanic Clearance. The flight crew will confirm that they are in possession of the current NAT Track message by using the TMI number (including any appropriate alpha suffix) in the read-back of the Oceanic Clearance, as follows:
“ACA865 is cleared to Toronto via Track Bravo 283A, from PIKIL maintain Flight Level three five zero, Mach decimal eight zero”.
5.2.3 If the TMI number is included in the read-back there is no requirement for the pilot to read back the NAT Track co-ordinates even if the cleared NAT Track is not the one which was originally requested. If any doubt exists as to the TMI (see fuller explanation of this term Chapter 2, paragraph 2.3.3) or the NAT Track co-ordinates, the pilot should request the complete track co-ordinates from the OAC. Similarly, if the pilot cannot correctly state the TMI, the OAC will read the cleared NAT Track co-ordinates in full and request a full read back of those co-ordinates.
5.2.4 For aircraft cleared by Shanwick OAC on random routings in the NAT Region the present procedure of reading the full track co-ordinates as part of the Oceanic Clearance and requesting from the pilot a full read back of the co-ordinates is expected to continue. Gander and Reykjavik OACs may, however, issue clearances for random routings which specify “via flight plan route”. Nevertheless, in all circumstances regarding random route clearances, pilots are required to read back the full track co-ordinates of the flight plan route, from the oceanic entry point to the exit point.
5.3 OCEANIC CLEARANCES FOR WESTBOUND FLIGHTS ROUTING VIA 61°N 010°W
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.
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NORTH ATLANTIC MNPS AIRSPACE OPERATIONS MANUAL(23)
