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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.
15.2.25 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.
15.3 CDM TOOLS
15.3.1 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 your flights.
Nav Canada TDA (Traffic Density Analyser.) Website
15.3.2 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
NavCanada. 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
15.3.3 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)
15.3.4 There is a free text editor that will validate your ICAO flight plan before filing and let you
know if a flight plan is acceptable for routes, altitudes and transitions. If your flight plan would be rejected,
this editor will describe what is wrong so you can repair it before filing the ICAO flight plan.
FAA Website
15.3.5 Contains complete FAR section, Airport information, airport capacity (real time) advisories
with airport delays and status, NOTAMS, weather Information, RVSM and statistical data.
15.4 FLIGHT MONITORING
Oceanic ATC Clearances
15.4.1 Oceanic clearances can be obtained 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
of 2 degrees 30 minutes West and all French Airfields west of 0 degrees longitude. Oceanic Clearances for
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 15
NAT MNPS 80 Edition 2005
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.
15.4.2 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
15.4.3 All aircraft flying in MNPS Airspace will set their transponders as follows:
Mode A, Code 2000 all directions.
The last assigned code is to be retained for 30 minutes after entering MNPS Airspace.
(Note that transponder codes assigned by Reykjavik ACC must be retained throughout their
airspace or until advised by ATC.)
Re-Routes.
15.4.4 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.
En route
15.4.5 Dispatchers must also be aware of special procedures for In-Flight contingencies as
　
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