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specific hours of validity for each OTS are indicated in the NAT Track Message. For flight planning,
operators should take account of the times as specified in the relevant NAT Track Message(s). Tactical
extensions to OTS validity times can also be agreed between OACs when required, but these should
normally be transparent to operators.
2.3.6 Correct interpretation of the track message by airline dispatchers and aircrews is essential for
both economy of operation and in minimising the possibility of misunderstanding leading to the use of
incorrect track co-ordinates. Oceanic airspace outside the published OTS is available, subject to application
of the appropriate separation criteria and NOTAM restrictions. It is possible to flight plan to join or leave an
outer track of the OTS. If an operator wishes to file partly or wholly outside the OTS, knowledge of
separation criteria, the forecast upper wind situation and correct interpretation of the NAT Track Message
will assist in judging the feasibility of the planned route. When the anticipated volume of traffic does not
warrant publication of all available flight levels on a particular track, ATC will publish only those levels
required to meet traffic demand. However, the fact that a specific flight level is not published for a particular
track does not necessarily mean that it cannot be made available if requested.
2.4 OTS CHANGEOVER PERIODS
2.4.1 To ensure a smooth transition from night-time to day-time OTSs and vice-versa, a period of
several hours is interposed between the termination of one system and the commencement of the next. These
periods are from 0801 UTC to 1129 UTC: and from 1901 UTC to 0059 UTC.
2.4.2 During the changeover periods some restrictions to flight planned routes and levels are
imposed. Eastbound and westbound aircraft operating during these periods should file flight level requests
in accordance with the Flight Level Allocation Scheme (FLAS) as published in the UK and Canada AIPs.
2.4.3 It should also be recognised that during these times there is often a need for clearances to be
individually co-ordinated between OACs and cleared flight levels may not be in accordance with those flight
planned. If, for any reason, a flight is expected to be level critical, operators are recommended to contact the
initial OAC prior to filing of the flight plan to ascertain the likely availability of required flight levels.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 2
NAT MNPS 9 Edition 2008
Examples of Day-time Westbound and Night-time Eastbound Track Messages and Associated Track Systems
Example 1- EXAMPLE OF WESTBOUND NAT TRACK MESSAGE
(NAT-1/3 TRACKS FLS 310/390 INCLUSIVE
APR 01/1130Z TO APR 01/1900Z
PART ONE OF THREE PARTSA
ATSIX 62/20 63/30 64/40 64/50 62/60 GRIBS JELCO
EAST LVLS NIL
WEST LVLS 310 320 330 350 360 370
EUR RTS WEST AKIVO
NAR N512C N514C N516H N518C N522CB
BALIX 61/20 62/30 63/40 63/50 61/60 MIBNO RODBO
EAST LVLS NIL
WEST LVLS 310 320 330 350 360 370
EUR RTS WEST NINEX
NAR N484C N486C N494C N496C N498CC
PIKIL 56/20 56/30 55/40 53/50 HECKK YAY
EAST LVLS NIL
WEST LVLS 310 320 330 340 350 360 370 380 390
EUR RTS WEST NIL
NAR N184B N188BEND
OF PART ONE OF THREE PARTS)
(NAT-2/3 TRACKS FLS 310/390 INCLUSIVE
APR 01/1130Z TO APR 01/1900Z
PART TWO OF THREE PARTSD
RENSO 55/20 55/30 54/40 52/50 CRONO DOTTY
EAST LVLS NIL
WEST LVLS 310 320 330 340 350 360 370 380 390
EUR RTS WEST NIL
NAR N162B N168BE
DOGAL 54/20 54/30 53/40 51/50 DENDU CYMON
EAST LVLS NIL
WEST LVLS 310 320 330 340 350 360 370 380 390
EUR RTS WEST NIL
NAR N142B N148BF
MALOT 53/20 53/30 52/40 50/50 KOBEV YQX
EAST LVLS NIL
WEST LVLS 310 320 330 340 350 360 370 380 390
EUR RTS WEST NIL
NAR N126B N130CEND
OF PART TWO OF THREE PARTS)
(NAT-3/3 TRACKS FLS 310/390 INCLUSIVE
APR 01/1130Z TO APR 01/1900Z
PART THREE OF THREE PARTSG
BEDRA 49/20 48/30 46/40 41/50 35/60 BALOO
EAST LVLS NIL
WEST LVLS 320 340 360 380
EUR RTS WEST NIL
NAR NILH
ETIKI 48/15 48/20 47/30 44/40 39/50 33/60 NUMBR
EAST LVLS NIL
WEST LVLS 320 340 360 380
EUR RTS WEST REGHI
NAR NILREMARKS.
1. TRACK MESSAGE IDENTIFICATION NUMBER IS 092 AND OPERATORS
AREREMINDED TO INCLUDE THE TMI NUMBER AS PART OF THE OCEANIC
CLEARANCE READ BACK.
2. FOR STRATEGIC LATERAL OFFSET AND CONTINGENCY PROCEDURES
RELATED TO OPS IN NAT FLOW PLEASE REFER TO THE NAT PROGRAMME
COORDINATION WEB SITE AT WWW.NAT PCO.ORG
3. EIGHTY PERCENT OF GROSS NAVIGATION ERRORS RESULT FROM POOR
COCKPIT PROCEDURES. ALWAYS CARRY OUT PROPER WAY POINT
CHECKS
4. FLIGHTS REQUESTING WESTBOUND OCEANIC CLEARANCE VIA ORCA
　
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