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of 70°N
4.2.6 The requested Mach Number and flight level should be specified at either the last domestic
reporting point prior to oceanic airspace entry or the OCA boundary.
4.2.7 The route of flight should be specified in terms of the following significant points, with
estimates included in Item 18 of the flight plan:
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 4
NAT MNPS 20 Edition 2008
a) the last domestic reporting point prior to the oceanic entry point;
b) the OCA boundary entry point (only required by the Gander, Shanwick, New York and
Santa Maria OACs);
c) significant points formed by the intersection of half or whole degrees of latitude, with
meridians spaced at intervals of ten degrees of longitude from the Zero degree E/W
(Greenwich) Meridian to longitude 70°W;
d) the OCA boundary exit point (only required by the Gander, Shanwick, New York and Santa
Maria OACs); and
e) the first domestic reporting point after ocean exit.
4.2.8 Each point at which a change of Mach Number or flight level is requested must be specified
and followed in each case by the next significant point.
Flights Planning on a Generally Eastbound or Westbound Direction on Random Route Segments North of
70°N
4.2.9 Flight planning requirements for flights in this category are identical to those listed for
flights on random route segments at/or south of 70°N except that a route should be specified in terms of
significant points formed by the intersection of parallels of latitude expressed in degrees and minutes with
meridians normally spaced at intervals of 20° from the Zero degree E/W (Greenwich ) Meridian to longitude
60°W, using the longitudes 000W, 020W, 040W and 060W.
Flights Planning on Random Routes in a Generally Northbound or Southbound Direction
Note : The ICAO Regional Supplementary Procedures for the NAT Region (Doc.7030) state that
flights operating between North America and Europe shall generally be considered as operating in
a predominantly east-west direction. However, flights planned between these two continents via the
North Pole shall be considered as operating in a predominantly north-south direction.
4.2.10 Flight planning requirements for flights in this category are identical to those listed for
flights operating on random route segments at/or south of 70°N except that the route should be specified in
terms of significant points formed by the intersection of whole degrees of longitude with specified parallels
of latitude which are spaced at 5° intervals from 20°N to 90°N.
Flights Planning to Enter or Leave the NAT Region via the European or North American Regions
4.2.11 To provide for the safe and efficient management of flights to/from the NAT Region,
transition route systems/schemes are established in the NAM and EUR Regions (NARs and NERs,
respectively). These schemes detail particular domestic routings associated with each oceanic entry or
landfall point. Flights in this category must be planned in accordance with these schemes and, in particular,
OTS flights should comply with the daily published NAR/NER restrictions as specified in the relevant OTS
message. Canadian Domestic route schemes and the US East Coast Link Routes are also published. Flights
entering the NAM Region north of 65N must be planned in accordance with the NCA and/or NOROTS as
appropriate. All of these linking structures are referenced in Chapter 3 of this Manual and account must be
taken of any such routing restrictions when planning flights in this category.
Flights Planning to Operate Without Using HF Communications
4.2.12 The carriage of functioning HF communications is mandatory for flight in the Shanwick
OCA, even if the pilot intends using alternative media for regular ATS air-ground contacts. Aircraft with
only functioning VHF communications equipment should plan their route outside the Shanwick OCA and
ensure that they remain within VHF coverage of appropriate ground stations throughout the flight.
Theoretical VHF coverage charts are included in ICAO NAT Doc 001. Such strict routing restriction may
not apply in all NAT Oceanic Control Areas. Some may permit the use of SATCOM Voice to substitute for
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 4
NAT MNPS 21 Edition 2008
or supplement HF communications. Details of communication requirements by individual NAT ATS
Providers are published in State AIPs. However, it must also be recognised that the Safety Regulator of the
operator may impose its own operational limitations on SATCOM Voice usage. Any operator intending to
fly through NAT MNPS Airspace without fully functional HF communications or wishing to use an
alternative medium should ensure that it will meet the requirements of its State of Registry and those of all
　
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