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NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 15
NAT MNPS 94 Edition 2009
before departure or once en route but before entering MNPS Airspace. Options that should be considered by the dispatcher are:
operate above or below MNPS Airspace;
fly on special routes developed for aircraft equipped with limited LRNS equipment – see Chapters 1, paragraph 1.4 , Chapter 3, paragraph 3.2 & Chapter 10, paragraph 10.2.
ETOPS/LROPS
15.6.9 A large portion of NAT crossings are ETOPS operations. ETOPS rules require that one or more suitable en route alternate airports are named prior to dispatch and then monitored while aircraft are en route. En route alternate airports in the NAT Region are limited to those in the Azores, Bermuda, Greenland and Iceland. In determining ETOPS alternate minima, the dispatcher must consider weather conditions, airport conditions (in addition to simple runway lengths), navigation approach aids, and the availability of ATS and ARFF facilities.
15.6.10 Recent changes have begun to attach additional conditions to 3-4 engine aircraft long range operations. In situations requiring the aircraft to operate long distances from adequate en route airports, more stringent planning conditions may apply. Guidance can be obtained from appropriate government and industry websites.
CDM TOOLS
15.6.11 It would not be practical to list all available CDM tools and available websites here. Refer to the bibliography at the end of this manual for a more complete list. The following are some of the most important sites for managing the daily operation of flights.
 Nav Canada TDA (Traffic Density Analyser.) Website
This tool was designed to Introduce Collaborative Decision Making during the NAT OTS design phase. The OTS are posted in advance of formal publication so the user community can comment on whether or not they agree with the proposed OTS. A USER ID and Password can be obtained from NAV CANADA. Track Loading Information is available and it is possible to view all filed Flight Plans on the OTS and random routes.
 Eurocontrol CFMU (Central Flow Management Unit) Website
This website contains a wealth of tactical information regarding restrictions, delays, weather problems, military activity, CDR routes, preferred routing schemes and transition routes.
(http://www.cfmu.eurocontrol.int/cfmu/public/subsite_homepage/homepage.html )
There is a free text editor that will validate ICAO flight plan before filing and advise if the flight plan is acceptable for routes, altitudes and transitions. If the flight plan would be rejected, this editor will describe what is wrong, allowing the dispatcher to repair it before filing the ICAO flight plan.
 FAA Websites
These websites contain complete FAR section, Airport information, airport capacity (real time) advisories with airport delays and status, NOTAMS, weather Information, RVSM and statistical data. They include www.faa.gov and www.fly.faa.gov . Also for CDM participants, the Air Traffic Control System Command Center intranet site, www.atcscc.faa.gov is available.
Flight Monitoring
Oceanic ATC Clearances
15.6.12 The Pilot can obtain Oceanic clearances by VHF, HF, domestic ATC agencies or data link. Chapter 5 of this manual can be referenced for complete oceanic clearance requirements. Be aware that for airports located close to oceanic boundaries (Prestwick, Shannon, Glasgow, Dublin, Belfast, Bristol, Edinburgh, Gander, Goose Bay and St Johns, etc.) oceanic clearances must be obtained before departure. Indeed on the east side of the NAT this will apply to departures from all Irish airfields, all UK airfields west
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 15
NAT MNPS 95 Edition 2009
of 2 degrees 30 minutes West and all French Airfields west of 0 degrees longitude. Oceanic Clearances for controlled flights leaving airports within the region (e.g airports in Iceland, Greenland or the Azores) are issued by the relevant ATS unit prior to departure.
15.6.13 It is important for dispatchers to verify the contents of the oceanic clearance and check it against the filed route. If the flight has received a re-route or a different altitude the Dispatcher may provide the flight with re-analysis data for fuel consumption along the revised route.
Transponder Use
15.6.14 All aircraft flying in MNPS Airspace will set their transponders as follows:
15.6.15 Thirty minutes after oceanic entry crews should Squawk 2000, if applicable. There may be regional differences such as maintaining last assigned Squawk in the West Atlantic Route System (WATRS). Crews transiting Reykjavik‟s airspace must maintain last assigned Squawk until advised by ATC.
Re-Routes.
15.6.16 When traffic exceeds track capacity, ATS providers may not be able to accommodate a flight‟s filed altitude or routing. A different flight level on the planned route will be offered as the first option. If this is not possible, ATC will offer an alternative route that may be stated in Field 18 of the ICAO flight plan. On an eastbound flight the pilot should anticipate a preferred route within the domestic route structure appropriate to the oceanic exit point of the re-route. For westbound flights into Canada, ATC will normally attempt to route the flight back to its original route unless the crew requests a new domestic routing. Many operators attach secondary flight plans on adjacent tracks that will include the preferred domestic routings. This will help flight crews evaluate and more quickly adjust when re-route situations are required.
　
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