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5.4 OCEANIC CLEARANCES FOR FLIGHTS INTENDING TO OPERATE WITHIN THE NAT REGION AND SUBSEQUENTLY ENTER THE EUR OR NAM REGIONS
5.4.1 As indicated in Chapters 3 and 4 of this Manual, to provide for the safe and efficient management of flights to/from the NAT Region, transition route systems/schemes are established in the NAM and EUR Regions. These schemes detail particular domestic routings associated with each landfall
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 5
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point. Flights in this category must be planned in accordance with these schemes. Should a pilot of a flight in this category receive a clearance on a route other than originally flight planned, special caution should be exercised to ensure that the co-ordinates of the assigned route and of the associated landfall and subsequent domestic routings are fully understood and correctly inserted into the automated navigation systems. 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 concerning the subsequent domestic routing, 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, if necessary, the flight profile may be changed en route, prior to hand-over from one centre to another, subject to 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 by pilots of Oceanic Clearances or re-clearances. 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 the use of third-party HF (or even Voice communications.
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Waypoint Insertion Errors
5.7.3 Experience has shown that many of the track-keeping errors in the NAT MNPS Airspace occur as a result of crews programming the navigation system(s) with incorrect waypoint data. These are referred to as Waypoint Insertion Errors. They frequently originate from:
a) failure to observe the principles of checking waypoints to be inserted in the navigation systems, against the ATC cleared route;
b) failure to load waypoint information carefully; or
c) 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.
　
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