ICAO NAT Doc 007 – Updated Oceanic Clearance Procedures for Business Jet Operators

Q: What is the purpose of ICAO NAT Doc 007?

ICAO NAT Doc 007 provides guidance for operations in North Atlantic High-Level Airspace (FL285–420), covering flight planning, navigation, communication, surveillance, and oceanic clearance. It ensures compliance with ATC and safety requirements across NAT FIRs like Shanwick, Gander, and Santa Maria.

Q: How to request oceanic clearance?

Oceanic clearance is requested via the Oceanic Clearance Request (RCL) message, which includes the entry waypoint (OEP), ETA, requested flight level, maximum flight level, and cruise Mach. Once acknowledged by ATC, the filed flight plan becomes the clearance. Voice backup is required if ACARS fails or acknowledgment is delayed.

Q: When must oceanic clearance be obtained?

Clearance timing varies by FIR: 90–60 minutes before OEP for Shanwick or Gander, ≥40 minutes for Santa Maria, and ≥20 minutes for Bodø. Requests must be submitted early to allow ATC integration into traffic planning, with backup procedures in place if acknowledgment is delayed.

Q: What exactly is the Oceanic Clearance Request (RCL) and how does it replace the old clearance process?

The RCL standardizes oceanic entry requests. Once acknowledged, the filed flight plan’s route, flight level, and Mach are considered approved. ATC only issues changes if needed, simplifying coordination and reducing delays at the oceanic entry point.

Q: How should operators handle Mach number and cost-index speeds in the updated NAT procedures?

Operators may use cost-index (ECON) cruise speeds within ±0.02 Mach of the filed value. The RCL must include a Mach number for ATC planning. Dispatchers should file realistic cruise Mach and brief crews to follow any ATC-assigned adjustments en route.

25 November 2025

| By Just Aviation Team

Table of Contents

Operating across the North Atlantic (NAT) remains one of the most technically demanding environments in global aviation. According to the ICAO North Atlantic Annual Safety Report (2024), the busiest recorded week in 2024 saw 14,471 flights, marking a 6% increase over the busiest week in 2023. To ensure safety and efficiency amid this growing traffic, ICAO NAT Doc 007 provides the definitive guidance on procedures, navigation standards, and updated clearance protocols for all oceanic operators.

What is ICAO NAT Doc 007 and Why Does It Matters?

ICAO NAT Doc 007 (“North Atlantic Operations and Airspace Manual”) is the authoritative guidance for operations in the North Atlantic (NAT) region. The NAT region’s High-Level Airspace (NAT HLA) spans FL285–420 from 23°N latitude to the North Pole.

This complex oceanic airspace is divided into Atlantic Control Areas (e.g. Reykjavik, Gander, Shanwick, New York, Santa Maria, etc.) with special navigation, communication and surveillance requirements. NAT Doc 007 defines these standards (for example, requiring Performance-Based Navigation (PBN) navigation to RNP-10/RNP-4 levels for NAT HLA operations) and formerly prescribed the traditional “oceanic clearance” process by which flight crews obtained ATC approval for the transatlantic track, flight level and speed.

Recent Updates to ICAO NAT Doc 007 & Oceanic Clearance Procedures

Recent revisions to NAT Doc 007 (effective Mar–Dec 2024 through Jan 2025) have streamlined and modernized oceanic clearance procedures. The old practice of issuing a separate “oceanic ATC clearance” (similar to domestic en-route clearances) has been eliminated; instead, properly filed flight plans and an updated Oceanic Clearance Request (RCL) message process now define the clearance content. These changes were introduced to align NAT procedures with global oceanic standards.

For business-jet dispatchers and flight ops managers, the new rules mean: ensure your flight plans contain the intended NAT route, flight level(s) and Mach (cost-index) speed; file them early; prepare for the new RCL/data-link procedures; and brief crews on the changes. In practice, once the RCL is sent and acknowledged, the filed route becomes the “clearance” unless ATC issues a specific amendment.

Legacy NAT Oceanic Clearance vs. New RCL Process

In the legacy system, a westbound or eastbound flight across the NAT would file a full flight plan and, upon reaching domestic oceanic departure, request an oceanic clearance. That clearance, delivered via data link or voice, explicitly stated the oceanic route, cruising level and Mach. Crews then had to re-enter the clearance upon entering NAT airspace.

If ATS could not accept the field level, ATC issued a climb/descend clearance at the boundary. Strategic Lateral Offset (SLOP) was mandated (2 NM right-of-track) to reduce collision risk. After entering oceanic airspace, aircraft would, after about 130 minutes, set SSR code 2000 if still on a centerline (as a “generic” code). Automatic dependent surveillance — contract (ADS-C) and Controller–Pilot Data Link Communications (CPDLC) were already required by NAT Data-Link Mandate (DLM) for FL290–410 flights.

The new NAT Doc 007 procedures remove the standalone “oceanic clearance” step altogether. Instead, pilots send an Oceanic Clearance Request (RCL) well ahead of the Oceanic Entry Point (OEP). The RCL is not itself a clearance, but a standardized request containing the flight’s entry point, ETA, requested flight level (and “max FL” if a range), and cruise Mach. Upon receipt, the ATC system automatically acknowledges with:

“RCL RECEIVED BY [ANSP]. FLY CURRENT FLIGHT PLAN OR AS AMENDED BY ATC.”

No further “traditional” clearance is sent via data link. In other words, once the RCL is accepted, the aircraft simply flies the filed route, level and speed (or later amended instructions) – the filed flight plan is effectively the oceanic clearance. If ATC cannot accept the requested altitude at OEP, controllers will issue a climb/descend clearance to the closest available level prior to the OEP, ensuring the “MAX FL” is not exceeded. Operators should note that NAT Doc 007 explicitly reminds crews that any flight-level, speed or route change can be requested after the OEP as traffic conditions change

Key Changes for Operators:

No separate oceanic clearance delivery: After RCL, expect only the auto-acknowledgement message. The flight plan’s route, FL and Mach (plus SLOP offset) become the clearance (fly as filed).

RCL timing: Crews must send the RCL ahead of the entry point. Typical windows (before OEP) are: 90–60 min for Gander/Shanwick, ≥40 min for Santa Maria, ≥20 min for Bodø; Reykjavik sends no earlier than 20 min out. (New York OCA East has no RCL requirement.) Operators should coordinate with flight crews to meet these windows.

Voice fallback: If the aircraft is not ACARS (Aircraft Communications Addressing and Reporting System) equipped, or if ACARS fails, or if ETA (estimated time of arrival) to OEP (oceanic entry point) is short (<30 min except at Reykjavik), the RCL must be given by voice. Likewise, if “RCL REJECTED” is received, or no ack comes within 15 min, crews must try voice RCL.

RCL content: The RCL must list: the oceanic entry waypoint (OEP) name, ETA at OEP, Mach number (based on cost-index/ECON) and requested FL, plus the highest acceptable FL (MAX FL) that can be maintained at the OEP. For example:
- “RCL SAMPLEWP 0540 0.80 360 MAX FL 380” (meaning RCL at SAMPLEWP OEP, ETA 05:40, Mach .80, request FL360 and max FL380).
- Dispatchers should ensure the flight plan includes the correct OEP and plausible MAX-FL value, and that the crew is briefed to include these in the RCL.

Post-RCL flight: Once the RCL is accepted, the crew “flies the flight plan.” If ATC wants any change (speed/altitude/route), they will issue new clearance en route. Crews are not to deviate from the filed plan without explicit clearance.

Operating Speeds: Cost-Index (ECON) and “Resume Normal Speed”

NAT Doc 007 now explicitly permits cost-index (economy) cruise throughout the oceanic portion, subject to traffic. The 2024 revisions removed the requirement for an assigned fixed Mach in cruise. By default, crews may fly ECON speeds (FMS cost-index) and do not need to request a higher Mach – they only advise ATC if their speed changes by ≥0.02 Mach from the original value.

NAT clearances will continue to nominally include a Mach number, but flight crews may use “RESUME NORMAL SPEED” (cost-index) in lieu of the Mach, as long as the fluctuation is within ±0.02 Mach of the filed value. Dispatchers should ensure the RCL/Mach number reflects a reasonable economic cruise, knowing controllers will use it for planning but allow ECON. If ATC later assigns a different Mach, pilots must comply.

En-Route Navigation and Surveillance Requirements

Although the clearance process has changed, the fundamental NAT HLA requirements remain in effect. All NAT HLA crossings must use Strategic Lateral Offset (SLOP): flights should randomly fly on track centerline or up to 2 NM right of center, left offsets are prohibited. Flight ops should brief crews to activate SLOP in their FMS once cruising altitude is reached.

Likewise, ADS-C and CPDLC are mandatory for NAT HLA flights (FL290–410); these systems must be logged on and functional before oceanic entry. (Note: ADS-B is not required in NAT oceanic, though helpful in surveillance corridors.) By rule, aircraft must carry two independent long-range navigation systems (e.g. dual INS or GPS), and operations above FL285 require NAT HLA approval from the State of Registry. Dispatchers should confirm each jet’s NAT HLA/RVSM approvals, and ensure all required equipment (transponder, SELCAL, etc.) is operative.

Other operational points from NAT Doc 007 to reinforce:

SSR Transponder: If a flight remains on the oceanic track without an ATC‐assigned discrete code, set code 2000 once more than 130 min have elapsed from NAT entry (or after leaving any radar coverage).

Communications: Establish CPDLC (or HF backup) with the appropriate Oceanic ATC (Shanwick/Gander, etc.) before entry. Crew should maintain a listening watch on SATVOICE or 121.5 MHz when appropriate, especially in known HF “blackout” regions. In the event of a total comms failure, NAT Doc 007’s contingency rules apply (see Ch. 6). Operators may review the NAT Communications Failure SOPs to update flight briefing and dispatch contingency plans.
Nav Error Prevention: NAT Doc 007 emphasizes that gross navigation errors (GNE) must be avoided. Dispatchers should remind crews to perform the standard pre-entry waypoint accuracy check (at a ground NDB/VOR) and to verify the active waypoints. Proper use of the FMS (avoid double data-entry errors) is critical in oceanic ops.

Operational Insights

Consider a business-jet flight from London (EGLL) to New York (KJFK) transiting the NAT HLA. The flight plan might route via NAT tracks through Shanwick Oceanic (e.g. via waypoints NARIK–SPUDN–GIVER etc.). Dispatch would:

File the FPL including the full NAT route, planned FL (e.g. FL380) and Mach (.80). Ensure “J–J” (if required) is filed for NAT HLA approval and put the oceanic entry point in Item 15/19 as needed.
Brief crew on NAT rules: confirm ADS-C/CPDLC are active, RNP4 (or RNAV10/RNP10) navigation ready, and SLOP will be used (offset right 2 NM).
RCL scheduling: The entry waypoint into Shanwick OCA is, say, SHANWICK at 54N020W. An RCL must be sent 90–60 min before that OEP. The crew would generate an RCL message (via ACARS data link or voice) around 1–1.5 hours before reaching 54N020W.
RCL content: If estimating ETA 11:30Z at 54N020W, and requesting FL380, the crew’s RCL might be:

RCL SHANWICK 1130 0.80 380 MAXFL 380

(Here MAXFL=380 means 380 is the highest they can maintain; if unsure, they could say MAXFL390 based on performance.)

Controller reply: ATC’s system auto-replies “RCL RECEIVED BY [Shanwick]. FLY CURRENT FLIGHT PLAN.” At this point, the crew simply continues to fly the field route, FL380 at Mach .80 (SLOP on). No further action is needed unless ATC issues a modification.
En-route: If later Shanwick decides FL380 is blocked, they will say e.g. “Climb FL390 via the NAT route” well before 54N020W; the crew would then climb accordingly. Otherwise, no clearance is needed at the boundary – the flight plan was already accepted.
Tracking: After 130 min, if still on a track and no discrete code, the crew sets 2000. ADS-C reports continue at intervals (automatic per contract) and crews remain prepared to copy CPDLC messages.

A westbound example (e.g. from KJFK to Paris CDG) is similar: file via NAT tracks, send RCL to Gander Oceanic 90–60 min before the Canadian entry point, and then fly as filed after “RCL RECEIVED” ack. In all cases, if the crew fails to get an RCL acknowledgement (e.g. data link failure), they must call the appropriate oceanic center by HF/VHF to request the clearance.

Just Aviation leverages its deep operational expertise to help business jet operators navigate the updated ICAO NAT Doc 007 procedures. By emphasizing meticulous team coordination, thorough documentation, and precise adherence to RCL timing, navigation, and surveillance requirements, operators can ensure safe, efficient, and predictable transatlantic flights while fully complying with the latest NAT regulations.

FAQs

1. What is the purpose of ICAO NAT Doc 007?

ICAO NAT Doc 007 provides authoritative guidance for operations in the North Atlantic High-Level Airspace (FL285–420). It establishes procedures for flight planning, navigation, communication, surveillance, and oceanic clearance. For business jet operators, it ensures compliance with safety, efficiency, and ATC requirements across NAT FIRs such as Shanwick, Gander, and Santa Maria.

2. How to request oceanic clearance?

Oceanic clearance is requested via the Oceanic Clearance Request (RCL) message. The RCL must include the entry waypoint (OEP), ETA, requested flight level, maximum flight level (MAX FL), and cruise Mach. Once ATC acknowledges the RCL, the filed flight plan effectively becomes the oceanic clearance. Voice backup is required if ACARS fails or acknowledgment is delayed.

3. When must oceanic clearance be obtained?

RCL timing varies by FIR: typically 90–60 min before OEP for Shanwick or Gander, ≥40 min for Santa Maria, and ≥20 min for Bodø. Clearance must be requested in advance to allow ATC to integrate the flight into oceanic traffic planning. Dispatchers must ensure crews meet these windows and have backup procedures if acknowledgment is not received.

4. What exactly is the Oceanic Clearance Request (RCL) and how does it replace the old clearance process?

The RCL standardizes the request for oceanic entry. Unlike the legacy procedure, no separate oceanic clearance is issued. Once acknowledged, the filed flight plan’s route, FL, and Mach are considered approved, and ATC only issues changes if traffic or weather conditions require. This simplifies pre-entry coordination and reduces delays at the OEP.

5. How should operators handle Mach number and cost-index speeds in the updated NAT procedures?

NAT Doc 007 now allows cost-index (ECON) cruise speeds without a fixed Mach requirement. The RCL must include a Mach number for ATC planning, but crews may fly ECON speeds within ±0.02 Mach. Dispatchers should ensure realistic cruise Mach is filed and brief crews to follow any ATC-assigned Mach adjustments en route, maintaining both efficiency and compliance.

Sources

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