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Eastbound OTS (i.e. after 2359 UTC), should plan to remain clear of the incoming/pending OTS
structure.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 4
NAT MNPS 18 Edition 2009
Flight Levels
4.1.7 Within RVSM Airspace greater opportunity exists for step climbs. Operators may include
step climbs in the flight plan, although each change of level during flight must be requested from ATC by the
pilot. The chance of approval of such requests will, of course, be entirely dependent upon potential traffic
conflicts. Outside the OTS there is a good likelihood of achieving the requested profiles. However, within
the prime OTS levels at peak times, ATC may not always be able to accommodate requested flight level
changes and prudent pre-flight fuel planning should take this into consideration.
4.1.8 During the OTS Periods (eastbound 0100-0800 UTC, westbound 1130-1900 UTC) aircraft
intending to follow an OTS Track for its entire length may plan at any of the levels as published for that
track on the current daily OTS Message. Flights which are planned to remain entirely clear of the OTS or
which join or leave an OTS Track (i.e. follow an OTS track for only part of its published length), are all
referred to as Random Flights. Pilots intending to fly on a random route or outside the OTS time periods,
should normally plan flight level(s) appropriate to the direction of flight.
Note: “Appropriate Direction Levels” within the NAT MNPSA are specified by the Semi-circular
Rule Per ICAO Annex 2, Appendix 3, Table a.
4.1.9 Planners should note however that the AIPs specify some exceptions to use of “Appropriate
Direction Levels” both during the OTS time periods and outside them. At specified times, appropriate
direction levels are reserved for use by (opposite direction) traffic flows that then predominate. These
exceptions may be modified in future to accommodate changes in traffic flows. The current usage allocation
of flight levels in the NAT MNPSA is published in the UK and Canadian AIPs as the NAT Flight Level
Allocation Scheme (FLAS). Hence, pilots and planners should always consult the current AIPs and any
supporting NOTAMs when flight planning random routes through NAT MNPS Airspace.
4.1.10 If a flight is expected to be level critical, operators should contact the initial OAC prior to
filing of the flight plan to determine the likely availability of specific flight levels.
ATC Flight Plans
4.1.11 Correct completion and addressing of the flight plan is extremely important as errors can
lead to delays in data processing and to the subsequent issuing of clearances to the flights concerned.
Despite the growing use of automated flight planning systems, a significant proportion of ATC Flight Plans
submitted in respect of flights through the North Atlantic Region continue to contain errors. In some
instances these errors are such that the Flight Plan is rejected and the Operator is required to re-submit a
corrected version. Full and detailed explanations of how to complete an ATS Flight Plan in respect of the
NAT portion of a flight are contained in Chapter 15 and Attachment 4 of this Manual. The Attachment also
highlights the more common completion errors that are made. UK AIC 55/2003 provides similar NAT
Region specific guidance and includes example completed ICAO Flight Plans. A copy of this AIC may be
downloaded from http://www.nats-uk.ead-it.com/aip/current/aic/yellow/EG_Circ_2003_Y_055_en.pdf .
New and/or infrequent North Atlantic operators are earnestly recommended to make diligent reference to
these documents.
4.1.12 In order to signify that a flight is approved to operate in NAT MNPS Airspace, the letter „X‟
shall be inserted, in addition to the letter „S‟, within Item 10 of the flight plan. A „W‟ must also be included
in Item 10 to indicate that the flight is approved for RVSM operations.
Note: With effect from 5 June 2008 the existing West Atlantic Route System (WATRS) together
with the Atlantic portion of Miami Oceanic Airspace and the San Juan FIR will be designated
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 4
NAT MNPS 19 Edition 2009
"WATRS Plus Airspace”. RNP-10 or RNP-4 Approval will be required in order to benefit from the
50 NM minimum lateral separation employed here. Any MNPSA Aircraft intending to also fly in
this WATRS Plus airspace should ensure that its RNP Approval status is included in the Flight
Plan. Specifically such operators should:
i) annotate ICAO Flight Plan Item 10 (Equipment) with the letters “R” and “Z”, and
ii) annotate Item 18 (Other Information) with, as appropriate, “NAV/RNP10” or “NAV/RNP4”
(no spaces).
Full details can be found at :
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