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the Greenwich meridian to longitude 60 degrees West.
For generally North/South flights, formed by the intersection of half or whole degrees of longitude with
specified parallels of latitude which are separated at 5 degrees interval from 20 degrees North to 90 degrees
North.
- Random routes can be planned anywhere within MNPS Airspace but the dispatcher should
sensibly avoid those routes that conflict directly with the OTS. Examples of sensibly planned
random routes include routes that:
Remain clear of the OTS by at least 1 deg;
Leave or join outer tracks of the OTS;
Are above or below the OTS flight level stratum;
Are planned on track co-ordinates before/after valid OTS times.
- Care should be taken when planning random routes and it would be prudent to plan sufficient
fuel to allow for potential re-routes or non-optimum altitudes. The following examples illustrate
particular issues to consider.
Examples:
Flights planned to initially operate below MNPS Airspace/RVSM flight levels at FL280 on routes that
pass under the OTS should not plan to climb until 1 degree clear of the OTS.
Planning to join an outer track is allowable. However, the dispatcher should be aware that the clearance
may not be given due to the adverse impact on track capacity. Leaving an outer track is seldom a problem as
long as at least 1 degree of separation is subsequently maintained from other tracks.
Random routes paralleling the OTS 1 or 2 degrees north or south can be as busy as the OTS itself.
Dispatchers planning NAT flights originating in south Florida or the Caribbean should consider the
effect of traffic from South America operating north eastwards to the USA, when deciding on flight levels.
Although the dispatcher should plan optimum flight levels, adequate fuel should be carried so that a NAT
flight can accept a lower altitude (FL260 or FL280) until east of 70˚W.
Any flight planning to leave an OTS track after the oceanic entry point must be treated as a random
route. The track letter must not be used to abbreviate the route description.
Flights operated against the peak traffic flows should plan to avoid the opposite direction OTS. Even if
operating outside of the validity periods of the OTS some restrictions on routings may apply. These can
affect Eastbound traffic crossing 30W at 1030 UTC or later; and Westbound traffic crossing 30W at 2400
UTC and later (See Chapter 4, paragraph 4.1.6). If in any doubt it would be prudent to co-ordinate any such
routes directly with appropriate OACs
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 15
NAT MNPS 93 Edition 2009
Flight Levels
15.6.4 Flight Dispatchers should be aware of the North Atlantic Flight Level Allocation Scheme
(FLAS). This is subject to change and the current FLAS is published in the UK and Canadian AIPs.
15.6.5 Chapters 2 and 4 contain details on RVSM flight level guidance. Since virtually all airspace
adjoining MNPS airspace is now RVSM, transition problems are no longer a major issue for ATC or
dispatchers. Nevertheless dispatchers should be aware that some “opposite direction” levels, which may be
flight planned for the NAT segment of a flight, may not be similarly allowed in adjacent domestic areas.
Guidance for RVSM flight procedures in MNPS airspace can be found in Chapter 9 of this Manual.
15.6.6 RVSM allows more flight levels for planning and therefore provides better opportunity to fly
closer to an optimum route/profile. As aircraft fly towards their destination they become lighter as fuel onboard
is consumed and they are then able to climb to more fuel efficient altitudes. It is acceptable to plan
and/or request step climbs within the OTS but because of traffic volumes and the difference in aircraft
performance it is wise to plan conservatively. Climbs on random routes that are totally north or south of the
track system are more readily approved. If a flight is planned without profiling a climb crews should be
encouraged to request a climb as aircraft decreasing weight permits.
Communications
15.6.7 The availability of functioning HF ATS communications is mandatory for flights through the
Shanwick OCA. Many States of Registry insist on two functioning long range communications systems for
flights in Oceanic or Remote areas. Some States of Registry will allow their operators to substitute
SATCOM for one HF system. Dispatchers should ensure that they are fully aware of their State of Registry
requirements in this regard. VHF communications (freq 123.45 or 121.5) can be used as to relay air-ground
ATS communications as backup in case of en route HF failure.
15.6.8 Many operators now use ADS (automatic dependent surveillance) and CPDLC (controller
pilot data link communications) for oceanic position reporting and clearance updating. These features
　
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