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Random routes paralleling the OTS 1 or 2 degrees north or south can be as busy as the OTS itself.
Dispatchers planning NAT flights originating in south Florida or the Caribbean should consider the effect of traffic from South America operating north eastwards to the USA, when deciding on flight levels. Although the dispatcher should plan optimum flight levels, adequate fuel should be carried so that a NAT flight can accept a lower altitude (FL260 or FL280) until east of 70˚W.
Any flight planning to leave an OTS track after the oceanic entry point must be treated as a random route. The track letter must not be used to abbreviate the route description.
Flights operated against the peak traffic flows should plan to avoid the opposite direction OTS. Even if operating outside of the validity periods of the OTS some restrictions on routings may apply. These can affect Eastbound traffic crossing 30W at 1030 UTC or later; and Westbound traffic crossing 30W at 2400 UTC and later (See Chapter 4, paragraph 4.1.6). If in any doubt it would be prudent to co-ordinate any such routes directly with appropriate OACs
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 15
NAT MNPS 93 Edition 2009
Flight Levels
15.6.4 Flight Dispatchers should be aware of the North Atlantic Flight Level Allocation Scheme (FLAS). This is subject to change and the current FLAS is published in the UK and Canadian AIPs.
15.6.5 Chapters 2 and 4 contain details on RVSM flight level guidance. Since virtually all airspace adjoining MNPS airspace is now RVSM, transition problems are no longer a major issue for ATC or dispatchers. Nevertheless dispatchers should be aware that some “opposite direction” levels, which may be flight planned for the NAT segment of a flight, may not be similarly allowed in adjacent domestic areas. Guidance for RVSM flight procedures in MNPS airspace can be found in Chapter 9 of this Manual.
15.6.6 RVSM allows more flight levels for planning and therefore provides better opportunity to fly closer to an optimum route/profile. As aircraft fly towards their destination they become lighter as fuel on-board is consumed and they are then able to climb to more fuel efficient altitudes. It is acceptable to plan and/or request step climbs within the OTS but because of traffic volumes and the difference in aircraft performance it is wise to plan conservatively. Climbs on random routes that are totally north or south of the track system are more readily approved. If a flight is planned without profiling a climb crews should be encouraged to request a climb as aircraft decreasing weight permits.
Communications
15.6.7 The availability of functioning HF ATS communications is mandatory for flights through the Shanwick OCA. Many States of Registry insist on two functioning long range communications systems for flights in Oceanic or Remote areas. Some States of Registry will allow their operators to substitute SATCOM for one HF system. Dispatchers should ensure that they are fully aware of their State of Registry requirements in this regard. VHF communications (freq 123.45 or 121.5) can be used as to relay air-ground ATS communications as backup in case of en route HF failure.
15.6.8 Many operators now use ADS (automatic dependent surveillance) and CPDLC (controller pilot data link communications) for oceanic position reporting and clearance updating. These features improve position reporting speed and accuracy. They also reduce the chance of errors. Advanced registration with the ATS Providers is required if ADS/CPDLC are to be used in the NAT Region.
MEL Compliance
a) Dispatchers planning flights within MNPS Airspace must ensure that the allocated aircraft has the minimum required navigation, communications and altitude alerting/reporting equipment on board. Flight procedures for minimum equipment and standards can be found in Chapter 8 and Chapter 10 of this Manual. Particular attention must be paid to MEL Items that may affect the aircraft. Be aware that the company MEL or Operations Specifications may be more restrictive than general MNPS requirements. HF is required for entering the Shanwick OAC. Many airline Operations Specifications require dual HF for operation in Remote or Oceanic airspace , even when aircraft is SATCOM equipped. However some States may permit Dispatch with only one serviceable HF system providing the aircraft is equipped with SATCOM.
b) Even though a flight, that suffers a failure of a system (or component) once en route, is not directly mandated to abide by MEL restrictions, it is important that any failures that will affect either MNPS or RVSM operations be promptly advised to, and closely co-ordinated with, the appropriate ATS facility.
c) If an aircraft MEL (navigation, communications or altitude alerting/reporting system) prohibits operations in MNPS airspace it will be necessary to modify an aircraft‟s originally intended route of flight. An example would be an aircraft not equipped with two Long Range Navigation Systems (or LRNS's that are fully serviceable). This situation could occur
　
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