Guidance concerning Air Navigation in and above the NAT MNPSA
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.
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.
Oceanic ATC Clearances
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 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.
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.
All aircraft flying in MNPS Airspace will set their transponders as follows:
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.
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
NAT Doc 007