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planning, flight watch and/or flight monitoring services. Most of the information presented here is included
in other chapters of this manual but since this chapter deals with issues primarily important to dispatchers,
the information is sometimes repeated here for emphasis and additional guidance.
15.6.2 Nothing in this chapter should be construed as to take precedence over appropriate
government regulations or individual company policy.
15.6.3 The dispatcher is responsible for providing the pilot-in-command with information necessary
to conduct a flight safely and legally under appropriate State civil aviation authority regulatory requirements.
ICAO Annex 6 defines the requirement for an en route aircraft, but when operating under US FAR Part 121
or/and certain other State civil aviation rules, the dispatcher shares responsibility for operational control with
the pilot-in-command of the flight. A successful flight will always start with an intelligent, informed and
conservative plan.
Flight Planning
Route Planning
The daily published OTS tracks provide near to optimum NAT segment routings for about half of all
the flights between Europe and North America. For many other flights the location of the OTS
structure on the day may constrain available random routings. Consequently, the development of a
successful NAT flight plan almost always requires consideration of the detail of the relevant OTS
structure. Operators can influence the OTS construction process by providing Prefered Route
Messages and participating in this collaborative decision making ( See Chapter 2, paragraphs
2.2.3/4).
The eastbound and westbound OTS structures are the subject of separate “NAT Track Messages”
published via the AFTN. A detailed description of the NAT Track message is provided in Chapter 2.
Planning on an OTS Track
- Dispatchers must pay particular attention to defined co-ordinates, domestic entry and exit
routings, allowable altitudes, Track message identification number (TMI) and any other
information included in the remarks section. They must also take care to be apprised of any
amendments or corrections that may be subsequently issued. When such amendments are
issued the TMI is appended with an alpha suffix (e.g. “123A”). Since track messages are often
manually entered into company flight planning systems, dispatchers should verify that all
waypoints on flight plans comply with the current OTS message.
- It is important for dispatchers to understand that transition routes specified in the NAT Track
message are as important as the tracks themselves. The transition route systems in Europe – the
North Atlantic European Routing Scheme (NERS) and in North America – the North American
Routes (NARs) and the the Northern Organised Track System (NOROTS) and the US East
Coast routes are described in Chapter 3. Dispatchers should comply with any specified
transition route requirements in all regions. Failure to comply may result in rejected flight
plans, lengthy delays and operating penalties such as in-flight re-routes and/or the flight not
receiving requested altitudes.
- If (and only if) the flight is planned to operate along the entire length of one of the organized
tracks, from oceanic entry point to oceanic exit point, as detailed in the NAT track message,
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 15
NAT MNPS 92 Edition 2009
should the intended track be defined in Item 15 of the ICAO flight plan using the abbreviation
"NAT" followed by the code letter assigned to the track.
- The planned Mach number and flight level at the commencement point of the track should be
specified at the organised track commencement point.
- Each point at which a change of Mach Number or flight level is requested must be specified as
geographical co-ordinates in latitude and longitude or as a named point.
- For flights operating along the entire length of an OTS track, estimated elapsed times (EET/ in
Item 18) are only required for the commencement point of the track and for FIR boundaries.
Planning a Random Route
- A Random route is any route that is not planned to operate along the entire length of the
organised track from oceanic entry point to oceanic exit point.
- A Random route is described as follows : -
For generally East/West flights south of 70N, by significant points formed by the intersection of half or
whole degrees of latitude with meridians spaced at intervals of 10 degrees from Greenwich meridian to
longitude 70 degrees West.
For generally East/West flights north on 70N, by significant points formed by the intersection of
parallels of latitude expressed in degrees and minutes with meridians spaced at intervals of 20 degrees from
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