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landfall point. Flights in this category must be planned in accordance with these schemes and, in particular,
OTS flights should comply with the daily published NAR/NER restrictions as specified in the relevant OTS
message. Canadian Domestic route schemes and the US East Coast Link Routes are also published. Flights
entering the NAM Region north of 65N must be planned in accordance with the NCA and/or NOROTS as
appropriate. All of these linking structures are referenced in Chapter 3 of this Manual and account must be
taken of any such routing restrictions when planning flights in this category.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 4
NAT MNPS 21 Edition 2009
Flights Planning to Operate Without Using HF Communications
4.2.12 The carriage of functioning HF communications is mandatory for flight in the Shanwick
OCA, even if the pilot intends using alternative media for regular ATS air-ground contacts. Aircraft with
only functioning VHF communications equipment should plan their route outside the Shanwick OCA and
ensure that they remain within VHF coverage of appropriate ground stations throughout the flight.
Theoretical VHF coverage charts are included in ICAO NAT Doc 001. Such strict routing restriction may
not apply in all NAT Oceanic Control Areas. Some may permit the use of SATCOM Voice to substitute for
or supplement HF communications. Details of communication requirements by individual NAT ATS
Providers are published in State AIPs. However, it must also be recognised that the Safety Regulator of the
operator may impose its own operational limitations on SATCOM Voice usage. Any operator intending to
fly through NAT MNPS Airspace without fully functional HF communications or wishing to use an
alternative medium should ensure that it will meet the requirements of its State of Registry and those of all
the relevant ATS Providers throughout the proposed route.
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
　
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