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Guidance concerning Air Navigation in and above the NAT MNPSA

CHAPTER 5

  • b)

    cleared track specified as “Track” plus code letter;

  • c)

    cleared flight level(s);

  • d)

    cleared Mach Number; and

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.

    • 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 point. Flights in this category must be planned in accordance with these schemes. Should a pilot of a flight

NAT Doc 007

27

Edition 2010

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