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5.1.2 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 to assist the OAC in pre-planning
optimum airspace utilisation.
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:
(1) use of published VHF clearance delivery frequencies;
(2) by HF communications to the OAC through the appropriate aeradio station (at least 40 minutes
before boundary/entry estimate);
(3) a request via domestic or other ATC agencies;
(4) 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, the Oceanic Clearance must be
obtained before departure (e.g. from Prestwick, Shannon, Glasgow, Dublin, Belfast, Edinburgh, Bristol,
Gander, Goose Bay, and St Johns). Indeed 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 22 Edition 2005
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, should 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.
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
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