Guidance concerning Air Navigation in and above the NAT MNPSA
Exceptions to this simple structure are:
The route part may be omitted from the first entry.
The route part may be omitted between points encoded as geographic coordinate.
The fix part may be omitted from the last entry.
The following example shows a typical route broken down into such entries:
(note b) (note b) (note b) (note b)
< >SCAI 5321N09000W/N0459F390< >SCAI YRL/N0338F160< >V304 VBI/N0466F410< >J538 DLH< >J89 BAE< >V63 JVL< >JVL4 ___
It will be obvious from this description that listing routes without an intervening fix is an error, so is a sequence of fixes without either a route or the text “DCT” connecting them (except as per c) above) – or indeed any text that doesn’t adhere to this format.
Requirements for Flight Plans on Random Route Segments at or South of 070N Turbo-jet aircraft should indicate their proposed speeds in the following sequence:
Cruising speed (TAS) in knots;
North Atlantic Airspace oceanic entry point and cruising Mach number;
North Atlantic Airspace oceanic exit point and cruising speed (TAS) in knots.
All other aircraft should indicate their proposed speeds in terms of TAS in knots.
Flight level for ocean entry should be specified at either the last domestic reporting point prior to ocean entry or when at the Oceanic Control Area (OCA) boundary.
The oceanic route of flight should be specified in terms of the following significant points:
Last domestic reporting point prior to the OCA boundary;
Oceanic entry point (only required by the Shanwick, New York, and Santa Maria Oceanic Area Control Centres (OACCs));
Significant points formed by the intersection of half or whole degrees of latitude with meridians spaced at intervals of 10 degrees from the Greenwich meridian to longitude 070W;
NAT Doc 007