Request Oceanic Clearance

[Sammy]

Reference: North Atlantic MNPS Airspace Operations Manual

para 5.1.12 gives the following example to request an oceanic clearance:

"ACA 865 request oceanic clearance. Estimating 56N010W at 1131. Request mach .80, FL 350, able FL360, 2nd choice track charlie."

para 5.1.4 "At some airports situated close to oceanic boundries, the oceanic clearance must be obtained before departure."

Question: The above format/request can be/is used while enroute to "request oceanic clearance." Is this the same format you would use when on the ground at an airport situated close to oceanic airspace? Do you request the clearance from ground control, clearance delivery or is there a separate oceanic clearance delivery frequency used while on the ground? Curious how this all works. Do you actually get 2 clearances- domestic and oceanic or is it all lumped together in 1 reading?

Thanks

 

[jehtplane]

Reference: North Atlantic MNPS Airspace Operations Manual

para 5.1.12 gives the following example to request an oceanic clearance:

"ACA 865 request oceanic clearance. Estimating 56N010W at 1131. Request mach .80, FL 350, able FL360, 2nd choice track charlie."

para 5.1.4 "At some airports situated close to oceanic boundries, the oceanic clearance must be obtained before departure."

Question: The above format/request can be/is used while enroute to "request oceanic clearance." Is this the same format you would use when on the ground at an airport situated close to oceanic airspace? Do you request the clearance from ground control, clearance delivery or is there a separate oceanic clearance delivery frequency used while on the ground? Curious how this all works. Do you actually get 2 clearances- domestic and oceanic or is it all lumped together in 1 reading?

Thanks

Should be a seperate frequency.

 

[pilotgolfer]

When leaving from Shannon back over the Atlantic, you use a VHF frequency that is listed on the airport diagram 10-9 page. 30 or 45 minutes prior to departure(forget the exact time) You give them your estimated time for the entry point, requested mach and cruise level. When you talk to Shannon ground, they will ask you if you've contacted oceanic yet. Its really easy...just don't be caught unprepared when he asks you for your crossing time at the first point. I've seen a few people try to give their ETE to the point instead of the actual zulu time.

 

[Jetdriver69]

When we cross west to east, we get our oceanic via AFIS message usually about 30-45 minutes prior to coast out fix over Canada. We then contact Gander on their clearance frequency and report call sign and "clearance readback". They will reply with a go ahead and you read the clearance to them for confirmation. Going west we usually get our clearance from Iceland as we are always on random tracks on very long legs going north to avoid the winds. Coming out of the UK, you sometimes have little time to get your clearance before coast out. Just follow trhe instructions on the charts. Coming out of Puerto Rico going east and Cape Verde going west, we normally get our oceanic with our enroute clearance. Same thing coming out of Cali going to Hawaii. Was that all clear as mud?

 

[SCT]

"Coming out of the UK, you sometimes have little time to get your clearance before coast out"....JD69

I agree with you JetDriver69. It can be a real bear to get your clearance from Shanwick coming out of the UK on a busy day. After climbing to a reasonably safe altitude, we asign the NPF the main duty of getting the oceanic....which can take some time.

 

[Sammy]

thanks for the quick replies. makes sense now

 

[FO4life]

Comming out of Goose bay, Gander, Keflavic, we always got it on the ground with our normal clearance, just because your first fix is the coast out. any place else the nonflying pilot was busy.

 

[K.V.]

When we cross west to east, we get our oceanic via AFIS message usually about 30-45 minutes prior to coast out fix over Canada. We then contact Gander on their clearance frequency and report call sign and "clearance readback". They will reply with a go ahead and you read the clearance to them for confirmation. Going west we usually get our clearance from Iceland as we are always on random tracks on very long legs going north to avoid the winds. Coming out of the UK, you sometimes have little time to get your clearance before coast out. Just follow trhe instructions on the charts. Coming out of Puerto Rico going east and Cape Verde going west, we normally get our oceanic with our enroute clearance. Same thing coming out of Cali going to Hawaii. Was that all clear as mud?

You can also receive your westbound oceanic clearance via AFIS. The only difference is that you have to request it.

Here's a sample message of how to request it.

FROM:
TO:
#:

<entry point> <ETA> <mach> <flight level> <remarks>

---------------------------------------------------

FROM:
TO:
#: OCDWEST

DOGAL.2245.MO85.F350.RMK.
2ND.NAT.D.F370.MAX.F390

If you have no remarks, you just leave that part out. You still have to call Shanwick with your "clearance conformation", but all-in-all it's really easy and it's worked for me every time.

 

[AA717driver]

One of the problems of coming off the ground right on an anchor fix is getting the altitude you want.

At a peak time (evening EB), you will have trouble fitting into the 'stream' so they may give you a low altitude or less optimum track to get you going.

Coming back WB, you may want to leave before or after the airline push or just be ready for a re-route from Shanwick.

Be patient.

TC