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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 56N010W 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 55N010W 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:
• clearance Limit, which will normally be destination airfield;
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 5
NAT MNPS 23 Edition 2005
• cleared track specified as “Track” plus code letter;
• cleared flight level(s);
• cleared Mach Number; and
• if the aircraft is designated to report MET information en route, the phrase “SEND MET
REPORTS”.
5.2.2 Procedures exist for an abbreviated read back of an Oceanic Clearance issued on VHF. A
typical example of such a clearance is as follows:
“ACA865 is cleared to Toronto via Track Bravo, from 56N010W maintain Flight Level three five
zero, Mach decimal eight zero”.
5.2.3 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 56N010W maintain Flight Level three
five zero, Mach decimal eight zero”.
5.2.4 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 in 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 coordinates
in full and request a full read back of those co-ordinates.
5.2.5 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 coordinates
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 route 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 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 Oceanic Clearances issued to most flights in this category are strategic clearances intended to
provide a safe separation for each flight, from oceanic entry to oceanic track termination point. Should a
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