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1.7.1 The horizontal (i.e. latitudinal and longitudinal) and vertical navigation performance of
operators within NAT MNPS Airspace is monitored on a continual basis. If a deviation is identified, followup
action after flight is taken, both with the operator and the State of Registry of the aircraft involved, to
establish the cause of the deviation and to confirm the approval of the flight to operate in NAT MNPS and/or
RVSM Airspace. The overall navigation performance of all aircraft in the MNPS Airspace is compared to
the standards established for the Region, to ensure that the relevant TLSs are being maintained. (See
Chapter 8 & Chapter 9.)
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 2
NAT MNPS 6 Edition 2008
Chapter 2: The Organised Track System (OTS)
2.1 GENERAL
2.1.1 As a result of passenger demand, time zone differences and airport noise restrictions, much
of the North Atlantic (NAT) air traffic contributes to two major alternating flows: a westbound flow
departing Europe in the morning, and an eastbound flow departing North America in the evening. The effect
of these flows is to concentrate most of the traffic unidirectionally, with peak westbound traffic crossing the
30W longitude between 1130 UTC and 1900 UTC and peak eastbound traffic crossing the 30W longitude
between 0100 UTC and 0800 UTC.
2.1.2 Due to the constraints of large horizontal separation criteria and a limited economical height
band (FL310–400) the airspace is congested at peak hours. In order to provide the best service to the bulk of
the traffic, a system of organised tracks is constructed to accommodate as many flights as possible within the
major flows on or close to their minimum time tracks and altitude profiles. Due to the energetic nature of the
NAT weather patterns, including the presence of jet streams, consecutive eastbound and westbound
minimum time tracks are seldom identical. The creation of a different organised track system is therefore
necessary for each of the major flows. Separate organised track structures are published each day for
eastbound and westbound flows. These track structures are refered to as the Organised Track System or
OTS.
2.1.3 It should be appreciated, however, that use of OTS tracks is not mandatory. Currently about
half of NAT flights utilise the OTS. Aircraft may fly on random routes which remain clear of the OTS or
may fly on any route that joins or leaves an outer track of the OTS. There is also nothing to prevent an
operator from planning a route which crosses the OTS. However, in this case, operators must be aware that
whilst ATC will make every effort to clear random traffic across the OTS at published levels, re-routes or
significant changes in flight level from those planned are very likely to be necessary during most of the OTS
traffic periods.
2.1.4 Over the high seas, the NAT Region is primarily Class A airspace (at and above FL55) (See
ICAO NAT Doc. 001 - Regional Supplementary Procedures), in which Instrument Flight Rules (IFR) apply
at all times. Throughout the NAT Region, below FL410, 1000 feet separation is applied. However, airspace
utilisation is under continual review, and within the MNPS portion of NAT airspace, in addition to the
strategic and tactical use of ‘opposite direction’ flight levels during peak flow periods the Mach Number
Technique is applied.
2.2 CONSTRUCTION OF THE ORGANISED TRACK SYSTEM (OTS)
General processes
2.2.1 The appropriate OAC constructs the OTS after determination of basic minimum time tracks;
with due consideration of airlines' preferred routes and taking into account airspace restrictions such as
danger areas and military airspace reservations. The night-time OTS is produced by Gander OAC and the
day-time OTS by Shanwick OAC (Prestwick), each incorporating any requirement for tracks within the New
York, Reykjavik, Bodø and Santa Maria Oceanic Control Areas (OCAs). OAC planners co-ordinate with
adjacent OACs and domestic ATC agencies to ensure that the proposed system is viable. They also take into
account the requirements of opposite direction traffic and ensure that sufficient track/flight level profiles are
provided to satisfy anticipated traffic demand. The impact on domestic route structures and the
serviceability of transition area radars and navaids are checked before the system is finalised.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 2
NAT MNPS 7 Edition 2008
2.2.2 When the expected volume of traffic justifies it, tracks may be established to accommodate
the EUR/CAR traffic axis or traffic between the Iberian Peninsular and North America. Extra care is
required when planning these routes as they differ slightly from the 'core tracks' in that they may cross each
　
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