Narrative:

Upon leaving leco; our FMS indicated we would reach FL450 at berux waypoint. All during the climb; the FMS continued to show us reaching our coast-out point at FL450 at the appropriate time. We did attempt to communicate with madrid radio to get a 360 turn or vector to give us more time just to have a little margin. Madrid was hard to communicate with and was reluctant to give us any turns since we initially stated we were projecting to make the altitude. They also had a sense of urgency about making our time at the waypoint. In the last 1;000 feet; the temperatures climbed unexpectedly and our climb deteriorated rapidly; we stagnated at 44;600 and ended up crossing berux at this altitude. We talked with madrid about our problem and said we could climb very slowly to 45;000. They coordinated our handoff to shanwick radio. By the time we checked in; we were at FL450. We requested .80 mach instead of .83 due to the temperature and they accepted this new speed for the crossing.I telephoned shanwick radio to discuss our situation and ask what could be done better. The supervisor said that in our situation we should not be afraid to insist that madrid give us a turn to avoid entering oceanic airspace not at altitude. As soon as a flight crew is aware they may not be at altitude at the crossing; they should attempt to avoid entering as the primary course of action. As it turned out; I learned from the supervisor that madrid did coordinate with oceanic and we were accepted at the lower altitude with the understanding we would continue slow climb to FL450.for the future; picking a point 30-40 miles out from the entry point would be a good technique to avoid any uncertainty. Additionally; the knowledge that the air traffic controllers are absolutely obligated to give a deviation to stay out of oceanic is helpful. The language/communication difficulty should not deter flight crews from obtaining what they need.

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Original NASA ASRS Text

Title: CE-750 Captain reported they were unable to make assigned altitude at their coast-out point when the temperature rose above forecast.

Narrative: Upon leaving LECO; our FMS indicated we would reach FL450 at BERUX waypoint. All during the climb; the FMS continued to show us reaching our Coast-Out point at FL450 at the appropriate time. We did attempt to communicate with Madrid radio to get a 360 turn or vector to give us more time just to have a little margin. Madrid was hard to communicate with and was reluctant to give us any turns since we initially stated we were projecting to make the altitude. They also had a sense of urgency about making our time at the waypoint. In the last 1;000 feet; the temperatures climbed unexpectedly and our climb deteriorated rapidly; we stagnated at 44;600 and ended up crossing BERUX at this altitude. We talked with Madrid about our problem and said we could climb very slowly to 45;000. They coordinated our handoff to Shanwick radio. By the time we checked in; we were at FL450. We requested .80 Mach instead of .83 due to the temperature and they accepted this new speed for the crossing.I telephoned Shanwick Radio to discuss our situation and ask what could be done better. The supervisor said that in our situation we should not be afraid to insist that Madrid give us a turn to avoid entering Oceanic airspace not at altitude. As soon as a flight crew is aware they may not be at altitude at the crossing; they should attempt to avoid entering as the primary course of action. As it turned out; I learned from the supervisor that Madrid did coordinate with Oceanic and we were accepted at the lower altitude with the understanding we would continue slow climb to FL450.For the future; picking a point 30-40 miles out from the Entry Point would be a good technique to avoid any uncertainty. Additionally; the knowledge that the air traffic controllers are absolutely obligated to give a deviation to stay out of Oceanic is helpful. The language/communication difficulty should not deter flight crews from obtaining what they need.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.