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Guidance concerning Air Navigation in and above the NAT MNPSA


is seldom a problem as long as at least 1 degree of separation is subsequently maintained from other tracks.

  • -

    Random routes paralleling the OTS 1 or 2 degrees north or south can be as busy as the OTS



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.

Flight Levels


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 and

shown at Attachment 6.


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.


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.



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. SATCOM Voice for one HF system. Registry requirements in this regard.

Some States of Registry will allow their Dispatchers should ensure that they are fully VHF communications (freq 123.45 or 121.5)

operators to substitute aware of their State of can be used as to relay

air-ground ATS communications as backup in case of en route HF failure.


Many operators now use ADS-C (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.


registration with the ATS Providers may be required if ADS/CPDLC are to be used in the NAT Region.

NAT Doc 007


Edition 2010

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