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Note: “Appropriate Direction Levels” within the NAT MNPSA are specified by the Semi-circular Rule Per ICAO Annex 2, Appendix 3, Table a.
4.1.9 Planners should note however that the AIPs specify some exceptions to use of “Appropriate Direction Levels” both during the OTS time periods and outside them. At specified times, appropriate direction levels are reserved for use by (opposite direction) traffic flows that then predominate. These exceptions may be modified in future to accommodate changes in traffic flows. The current usage allocation of flight levels in the NAT MNPSA is published in the UK and Canadian AIPs as the NAT Flight Level Allocation Scheme (FLAS). Hence, pilots and planners should always consult the current AIPs and any supporting NOTAMs when flight planning random routes through NAT MNPS Airspace.
4.1.10 If a flight is expected to be level critical, operators should contact the initial OAC prior to filing of the flight plan to determine the likely availability of specific flight levels.
ATC Flight Plans
4.1.11 Correct completion and addressing of the flight plan is extremely important as errors can lead to delays in data processing and to the subsequent issuing of clearances to the flights concerned. Despite the growing use of automated flight planning systems, a significant proportion of ATC Flight Plans submitted in respect of flights through the North Atlantic Region continue to contain errors. In some instances these errors are such that the Flight Plan is rejected and the Operator is required to re-submit a corrected version. Full and detailed explanations of how to complete an ATS Flight Plan in respect of the NAT portion of a flight are contained in Chapter 15 and Attachment 4 of this Manual. The Attachment also highlights the more common completion errors that are made. UK AIC 55/2003 provides similar NAT Region specific guidance and includes example completed ICAO Flight Plans. A copy of this AIC may be downloaded from http://www.nats-uk.ead-it.com/aip/current/aic/yellow/EG_Circ_2003_Y_055_en.pdf . New and/or infrequent North Atlantic operators are earnestly recommended to make diligent reference to these documents.
4.1.12 In order to signify that a flight is approved to operate in NAT MNPS Airspace, the letter „X‟ shall be inserted, in addition to the letter „S‟, within Item 10 of the flight plan. A „W‟ must also be included in Item 10 to indicate that the flight is approved for RVSM operations.
Note: With effect from 5 June 2008 the existing West Atlantic Route System (WATRS) together with the Atlantic portion of Miami Oceanic Airspace and the San Juan FIR will be designated
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 4
NAT MNPS 19 Edition 2009
"WATRS Plus Airspace”. RNP-10 or RNP-4 Approval will be required in order to benefit from the 50 NM minimum lateral separation employed here. Any MNPSA Aircraft intending to also fly in this WATRS Plus airspace should ensure that its RNP Approval status is included in the Flight Plan. Specifically such operators should:
i) annotate ICAO Flight Plan Item 10 (Equipment) with the letters “R” and “Z”, and
ii) annotate Item 18 (Other Information) with, as appropriate, “NAV/RNP10” or “NAV/RNP4” (no spaces).
Full details can be found at :
http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/oceanic/WATRS_Plus/
4.1.13 For turbojet aircraft the Mach Number planned to be used for each portion of the flight in the NAT Region should be specified in Item 15 of the flight plan.
4.1.14 Item 15 of the flight plan should reflect the proposed speeds in the following sequence:
a) cruising True Airspeed (TAS);
b) oceanic entry point and cruising Mach Number;
c) oceanic landfall and cruising TAS.
4.2 FLIGHT PLANNING REQUIREMENTS ON SPECIFIC ROUTES
Flights Planning on the Organised Track System
4.2.1 If (and only if) the flight is planned to operate along the entire length of one of the organised tracks, from oceanic entry point to oceanic exit point, as detailed in the NAT Track Message, should the intended organised track be defined in Item 15 of the flight plan using the abbreviation 'NAT' followed by the code letter assigned to the track.
4.2.2 Flights wishing to join or leave an organised track at some intermediate point are considered to be random route aircraft and full route details must be specified in the flight plan. The track letter must not be used to abbreviate any portion of the route in these circumstances.
4.2.3 The planned Mach Number and flight level for the organised track should be specified at either the last domestic reporting point prior to oceanic airspace entry or the organised track commencement point.
4.2.4 Each point at which a change of Mach Number or flight level is planned must be specified by geographical co-ordinates in latitude and longitude or as a named waypoint.
　
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