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Flight Planning
Route Planning
 The daily published OTS tracks provide near to optimum NAT segment routings for about half of all the flights between Europe and North America. For many other flights the location of the OTS structure on the day may constrain available random routings. Consequently, the development of a successful NAT flight plan almost always requires consideration of the detail of the relevant OTS structure. Operators can influence the OTS construction process by providing Prefered Route Messages and participating in this collaborative decision making ( See Chapter 2, paragraphs 2.2.3/4).
 The eastbound and westbound OTS structures are the subject of separate “NAT Track Messages” published via the AFTN. A detailed description of the NAT Track message is provided in Chapter 2.
Planning on an OTS Track
- Dispatchers must pay particular attention to defined co-ordinates, domestic entry and exit routings, allowable altitudes, Track message identification number (TMI) and any other information included in the remarks section. They must also take care to be apprised of any amendments or corrections that may be subsequently issued. When such amendments are issued the TMI is appended with an alpha suffix (e.g. “123A”). Since track messages are often manually entered into company flight planning systems, dispatchers should verify that all waypoints on flight plans comply with the current OTS message.
- It is important for dispatchers to understand that transition routes specified in the NAT Track message are as important as the tracks themselves. The transition route systems in Europe – the North Atlantic European Routing Scheme (NERS) and in North America – the North American Routes (NARs) and the the Northern Organised Track System (NOROTS) and the US East Coast routes are described in Chapter 3. Dispatchers should comply with any specified transition route requirements in all regions. Failure to comply may result in rejected flight plans, lengthy delays and operating penalties such as in-flight re-routes and/or the flight not receiving requested altitudes.
- If (and only if) the flight is planned to operate along the entire length of one of the organized tracks, from oceanic entry point to oceanic exit point, as detailed in the NAT track message,
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 15
NAT MNPS 92 Edition 2009
should the intended track be defined in Item 15 of the ICAO flight plan using the abbreviation "NAT" followed by the code letter assigned to the track.
- The planned Mach number and flight level at the commencement point of the track should be specified at the organised track commencement point.
- Each point at which a change of Mach Number or flight level is requested must be specified as geographical co-ordinates in latitude and longitude or as a named point.
- For flights operating along the entire length of an OTS track, estimated elapsed times (EET/ in Item 18) are only required for the commencement point of the track and for FIR boundaries.
Planning a Random Route
- A Random route is any route that is not planned to operate along the entire length of the organised track from oceanic entry point to oceanic exit point.
- A Random route is described as follows : -
For generally East/West flights south of 70N, by significant points formed by the intersection of half or whole degrees of latitude with meridians spaced at intervals of 10 degrees from Greenwich meridian to longitude 70 degrees West.
For generally East/West flights north on 70N, by significant points formed by the intersection of parallels of latitude expressed in degrees and minutes with meridians spaced at intervals of 20 degrees from 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.
　
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