oceanic clearance

[coffeepilot]

how to get oceanic clearance and when?

I am going from Milan to Gander!

 

[fatburger]

Read the North Atlantic Orientation chart (1/2). It gives you a good explanation on the side panels. You absolutely must have your oceanic clearance before entering Shanwick airspace. Don't hold me too it but I think it is something like 40 minutes prior to entering you have to have the clearance. Hope this helps.

 

[CookieMonster]

This may help....

Westbound aircraft operating within the United Kingdom
FIR/UIR should request Oceanic clearance from "SHANWICK
OCEANIC" on VHF. Turbojet aircraft should request clearance
when E of W002°. Aircraft other than Turbojet should request
clearance at least 30 minutes before the ETA for the OCA entry
point.​

(1) CLEARANCE DELIVERY 123.95/135.525 (for aircraft
registered W of W30°).
(2) CLEARANCE DELIVERY 127.65/135.525 (for aircraft
registered E of W30°).​

 

[airgator]

While talking to Shannon, you will switch over to Shanwick to get the clearance, then inform Shannon you've got it prior to coast out. Remember, it is YOUR responsibility to get to the crossing altitude prior to coast out. Is your airplane CPDLC or ADS?

 

[Diesel]

tune the radio as soon as you take off out of milan but it will be about an hour before you can get a hold of them. Make sure you try as soon as you start to hear them because i've done the same trip and they were so busy they didn't get back to me till we almost coasted out.

 

[FlyFlyFly]

You can use AFIS as well to get your clearance, if equipped. We use it to get ours, works better than a dream as the clearance is right there in text.

 

[CaptSeth]

If you have to ask this question here, you are not qualified to operate in MNPS.

 

[SpeedMetal]

If you have to ask this question here, you are not qualified to operate in MNPS.

If you make comments like that, you ARE definately qualified to operate on flightinfo.

i am sure that is the answer coffee was looking for.

 

[Hagar17]

While talking to Shannon, you will switch over to Shanwick to get the clearance, then inform Shannon you've got it prior to coast out. Remember, it is YOUR responsibility to get to the crossing altitude prior to coast out. Is your airplane CPDLC or ADS?

Remember to bring your shoes and glasses, so you'll have them.

 

[MD11Drvr]

http://www.nat-pco.org/


The above link is too a site where you can down load the current MNPS manual for the North Atlantic. The panels of the Atl. Oreintation chart are the "readers digest" version of this MNPS manual. The panels will keep you out of trouble but if you want to dig into all of the particulars of the crossing this is a good read.

 

[Piper877]

Remember to bring your shoes and glasses, so you'll have them.

Send a salami to your boy in da army.

 

[Hugh Johnson]

How the f&^%ck are you flying international and you don't know that? Are you a Riddle Grad?

 

[LR25]

The orientation chart has all your info to when and where to get your clearance along with other info you will need. It will be your best friend. I would study it well before your flight.

 

[G100driver]

tune the radio as soon as you take off out of milan but it will be about an hour before you can get a hold of them. Make sure you try as soon as you start to hear them because i've done the same trip and they were so busy they didn't get back to me till we almost coasted out.

That is just because you are so fast!

 

[Thunderbolt]

Training

Your question rasies serious questions.

1. Are you the PIC?
2. Have you completed MNPS training and are you approved for MNPS operations as per FAR 91.705?
3. Is your aircraft properly equipped and approved under the same regulation?
4. Are you familiar with ICAO regs and the Regs of the countries in which you will be flying?

If you answer YES to #1 and NO to any of the other questions then not only are you NOT quaified your are NOT LEGAL.

Most pilots regardless of there domestic experience, when operating for the frist few trips internationally take and EXPERIENCED & QUALIFED PIC to help them through the complexities of operating in foreign airspace.

International operations can be complex, be sure to use a good handling agent for all required permits etc.

NOW for the communications part. SAT PHONE numbers for the various centers are on the ATL Orientation Chart. There is a number on the communications box ( I believe a 6 digit one) that is a SATCOM code which when entered in to your sat-phone will dial the appropriate phone number. HOWEVER the ATL Orientation Chart warns that this is for EMERGENCY only, not for routine position reports. As a previoos poster said there was a special test program to use phone reports, but you had to sign up for this program.

I hope this wasn't too lengthy, but it is a VERY Important subject.
Hope this Helps.

 

[Diesel]

hey g100 just like my wife.

 

[G100driver]

With all due respect to the experts out here.

The only question that is dumb is the one not asked. While it might seem basic to some, it is still outside the norm for non-international guys. Perhaps this is coffee's 1st cross and he does not want to seem like a novice to the old salty PIC who has been doing this for years. I do not know, but I am not going to jump his $hit for asking a question. You guys need to get over yourselves.

I took the class as well and I still had some questions on my 1st cross as well. I was the PIC. The only difference was I hired one of Dave Storh's instructors to sit on the jump seat and give us advice during the cross. I might suggest this, respectfully, if both crew members are virgins.

Diesel, at least you guys are a match. Heck, allows to watch all of Kimmel and no one is pi$$ed off.

 

[AA717driver]

I, for one, am glad he asked the question. I'm going from Milan to the U.S. tomorrow and I was getting a little sweatty.

Now, I can return to drinking Nasturo safe in the knowlege that I can get my clearance from Shanwick and not look like a moron. TC

 

[Thunderbolt]

Dumb Question?

Did I say it was a Dumb Question?

NOT ME. But does show ignorance (LACK OF KNOWLEDGE) of International procedures.

If you are NOT an EXPERT then turn in your pilots certificates, as PROFESSIONALS we are expected to be experts.

If you lack the knowledge then get the knowledge.

Hiring a qualified International Pilot as I suggested in my original post is the accepted norm for those who are just getting started with Int'l Ops.

( I would be available for a nominal fee )

It is important to be well educated in International Operations, GA operators commit a disporportional number of GNE's (GROSS NAVIGATIONAL ERRORS) in the North Atlantic. In order to keep unrestricted access to this airspace then each of us must be be qualified and knowledgable, an EXPERT!

whewww..

 

[LR25]

With all due respect to the experts out here.

The only question that is dumb is the one not asked. While it might seem basic to some, it is still outside the norm for non-international guys. Perhaps this is coffee's 1st cross and he does not want to seem like a novice to the old salty PIC who has been doing this for years. I do not know, but I am not going to jump his $hit for asking a question. You guys need to get over yourselves.

I took the class as well and I still had some questions on my 1st cross as well. I was the PIC. The only difference was I hired one of Dave Storh's instructors to sit on the jump seat and give us advice during the cross. I might suggest this, respectfully, if both crew members are virgins.

Diesel, at least you guys are a match. Heck, allows to watch all of Kimmel and no one is pi$$ed off.

Excellent post.