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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,
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.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 15
NAT MNPS 89 Edition 2008
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
the Greenwich meridian to longitude 60 degrees West.
For generally North/South flights, formed by the intersection of half or whole degrees of longitude with
specified parallels of latitude which are separated at 5 degrees interval from 20 degrees North to 90 degrees
North.
- Random routes can be planned anywhere within MNPS Airspace but the dispatcher should
sensibly avoid those routes that conflict directly with the OTS. Examples of sensibly planned
random routes include routes that:
Remain clear of the OTS by at least 1 deg;
Leave or join outer tracks of the OTS;
Are above or below the OTS flight level stratum;
Are planned on track co-ordinates before/after valid OTS times.
- Care should be taken when planning random routes and it would be prudent to plan sufficient
fuel to allow for potential re-routes or non-optimum altitudes. The following examples illustrate
particular issues to consider.
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