Narrative:

We were assigned to fly from amsterdam (eham) to frobisher bay (cyfb). Flight planning and ATC filing was done by communication/source. A facsimile copy of the flight plan and WX data was in our hands. The flight plan indicated that our oceanic entry point was to be 59n10w. After departure, an hour from oceanic airspace, we requested oceanic clearance. We were told to standby for the clearance. While communicating with shanwick, we received a request for our ETA at 59n10w, which I forwarded. I monitored the 'clearance' frequency exclusively thereafter until the oceanic clearance was issued. While I waited, I heard the controller query a number of other aircraft as to altitudes acceptable for the crossing. She also cleared a number of aircraft to enter over 59n10w. Eventually our clearance came through and I copied and read back the entry point as 59n10w. The controller asked me to say the last 2 fixes in the route again due to garbled transmission. I complied and restated the 2 last fixes, which she then acknowledged, but at no time was her issuance or my readback of the entry point questioned. After receiving the oceanic clearance, we also received revised domestic routing, which we took care to verify. Somewhat later, we heard a new controller take over the frequency, but there was no new direction issued to us. We had proceeded to within 9 1/2 mi of 59n10w when the controller said 'your entry point is 60n10w, would you please proceed direct?' to this I replied 'negative, we were cleared over 59n10w.' the controller said 'I'll check on it, but you'll have to fly heading 360 degrees.' I said 'roger, heading 360 degrees,' and the captain turned to the new heading. Shortly thereafter, the controller issued a new clearance to 60n10w then as previously cleared. The remainder of the trip was uneventful.

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Original NASA ASRS Text

Title: CLRNC CONFUSION ABOUT OCEANIC ENTRY POINT LEAVING EGPX AIRSPACE.

Narrative: WE WERE ASSIGNED TO FLY FROM AMSTERDAM (EHAM) TO FROBISHER BAY (CYFB). FLT PLANNING AND ATC FILING WAS DONE BY COM/SOURCE. A FAX COPY OF THE FLT PLAN AND WX DATA WAS IN OUR HANDS. THE FLT PLAN INDICATED THAT OUR OCEANIC ENTRY POINT WAS TO BE 59N10W. AFTER DEP, AN HR FROM OCEANIC AIRSPACE, WE REQUESTED OCEANIC CLRNC. WE WERE TOLD TO STANDBY FOR THE CLRNC. WHILE COMMUNICATING WITH SHANWICK, WE RECEIVED A REQUEST FOR OUR ETA AT 59N10W, WHICH I FORWARDED. I MONITORED THE 'CLRNC' FREQ EXCLUSIVELY THEREAFTER UNTIL THE OCEANIC CLRNC WAS ISSUED. WHILE I WAITED, I HEARD THE CTLR QUERY A NUMBER OF OTHER ACFT AS TO ALTS ACCEPTABLE FOR THE XING. SHE ALSO CLRED A NUMBER OF ACFT TO ENTER OVER 59N10W. EVENTUALLY OUR CLRNC CAME THROUGH AND I COPIED AND READ BACK THE ENTRY POINT AS 59N10W. THE CTLR ASKED ME TO SAY THE LAST 2 FIXES IN THE RTE AGAIN DUE TO GARBLED XMISSION. I COMPLIED AND RESTATED THE 2 LAST FIXES, WHICH SHE THEN ACKNOWLEDGED, BUT AT NO TIME WAS HER ISSUANCE OR MY READBACK OF THE ENTRY POINT QUESTIONED. AFTER RECEIVING THE OCEANIC CLRNC, WE ALSO RECEIVED REVISED DOMESTIC ROUTING, WHICH WE TOOK CARE TO VERIFY. SOMEWHAT LATER, WE HEARD A NEW CTLR TAKE OVER THE FREQ, BUT THERE WAS NO NEW DIRECTION ISSUED TO US. WE HAD PROCEEDED TO WITHIN 9 1/2 MI OF 59N10W WHEN THE CTLR SAID 'YOUR ENTRY POINT IS 60N10W, WOULD YOU PLEASE PROCEED DIRECT?' TO THIS I REPLIED 'NEGATIVE, WE WERE CLRED OVER 59N10W.' THE CTLR SAID 'I'LL CHK ON IT, BUT YOU'LL HAVE TO FLY HEADING 360 DEGS.' I SAID 'ROGER, HEADING 360 DEGS,' AND THE CAPT TURNED TO THE NEW HEADING. SHORTLY THEREAFTER, THE CTLR ISSUED A NEW CLRNC TO 60N10W THEN AS PREVIOUSLY CLRED. THE REMAINDER OF THE TRIP WAS UNEVENTFUL.

Data retrieved from NASA's ASRS site as of July 2007 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.