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to the intended departure time, giving as much detail as possible regarding acceptable flight levels and
routings. Operators should be aware, due to the requirements to provide non-RVSM separation, that
requested levels and/or routes may not always be available (especially when infringing active OTS systems).
The special approval, if and when received, should be clearly indicated in Item 18 of the ICAO flight plan.
Operators must appreciate that the granting of any such approval does not constitute an oceanic clearance,
which must be obtained from ATC, by the pilot, in the normal manner. The service will not be provided to
aircraft that are not approved for MNPS operations.
1.6.4 It must be noted that the provision of this service is intended exclusively for the purposes
listed above and is not the means for an operator or pilot to circumvent the RVSM approval process.
Operators or pilots are required to provide written justification for the request, upon completion of the flight
plan, to the NAT Central Monitoring Agency (CMA). Any suspected misuse of the exceptions rule above,
regarding RVSM operation, will be reported and will therefore be subject to follow-up action by the State of
Registry or State of the Operator as applicable.
Note: Some flight planning systems cannot generate a flight plan through RVSM airspace
unless the “W” designator is inserted in item 10 (equipment). For a flight which has received this
special approval, it is of utmost importance that the “W” is removed prior to transmitting the
ICAO Flight Plan to ATC. ATC will use the equipment block information to apply either 1000 ft or
2000ft separation. Additionally, Pilots of any such non-RVSM flights operating in RVSM airspace
should include the phraseology “Negative RVSM” in all initial calls on ATC frequencies, requests
for flight level changes, read-backs of flight level clearances within RVSM airspace and read-back
of climb or descent clearances through RVSM airspace
1.7 PERFORMANCE MONITORING
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 2009
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
　
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