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traffic periods.
2.1.4 Over the high seas, the NAT Region is primarily Class A airspace (at and above FL55) (See
ICAO NAT Doc. 001 - Regional Supplementary Procedures), in which Instrument Flight Rules (IFR) apply
at all times. Throughout the NAT Region, below FL410, 1000 feet separation is applied. However, airspace
utilisation is under continual review, and within the MNPS portion of NAT airspace, in addition to the
strategic and tactical use of „opposite direction‟ flight levels during peak flow periods the Mach Number
Technique is applied.
2.2 CONSTRUCTION OF THE ORGANISED TRACK SYSTEM (OTS)
General processes
2.2.1 The appropriate OAC constructs the OTS after determination of basic minimum time tracks;
with due consideration of airlines' preferred routes and taking into account airspace restrictions such as
danger areas and military airspace reservations. The night-time OTS is produced by Gander OAC and the
day-time OTS by Shanwick OAC (Prestwick), each incorporating any requirement for tracks within the New
York, Reykjavik, Bodø and Santa Maria Oceanic Control Areas (OCAs). OAC planners co-ordinate with
adjacent OACs and domestic ATC agencies to ensure that the proposed system is viable. They also take into
account the requirements of opposite direction traffic and ensure that sufficient track/flight level profiles are
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 2
NAT MNPS 7 Edition 2009
provided to satisfy anticipated traffic demand. The impact on domestic route structures and the
serviceability of transition area radars and navaids are checked before the system is finalised.
2.2.2 When the expected volume of traffic justifies it, tracks may be established to accommodate
the EUR/CAR traffic axis or traffic between the Iberian Peninsular and North America. Extra care is
required when planning these routes as they differ slightly from the 'core tracks' in that they may cross each
other (using vertical separations via different flight level allocations), and in some cases may not extend from
coast-out to coast-in (necessitating random routing to join or leave). Similarly, some westbound tracks may
commence at 30°W, North of 61°N, to accommodate NAT traffic routing via the Reykjavik OCA and
Northern Canada.
Collaborative Decision Making Process
2.2.3 Operators proposing to execute NAT crossings during the upcoming OTS period are
encouraged to contribute to the OTS planning process. A comprehensive set of Collaborative Decision
Making (CDM) procedures for NAT track design is now employed.
2.2.4 This CDM process commences with the Preferred Route Message (PRM) system, which has
been used in the NAT Region for many years. To enable oceanic planners to take into consideration
operators' preferred routes in the construction of the OTS, all NAT operators (both scheduled and nonscheduled)
are urged to provide information by AFTN message to the appropriate OACs regarding the
optimum tracks of any/all of their flights which are intended to operate during the upcoming peak traffic
periods. Such information should be provided, in the correct format, as far in advance as possible, but not
later than 1900 UTC for the following day-time OTS and 1000 UTC for the following night-time OTS.
Addresses and formats for providing PRMs are published in the Canadian and UK AIPs/NOTAMs.
2.2.5 Subsequently, following the initial construction of the NAT tracks by the publishing
agencies (Gander OAC for Eastbound tracks and Shanwick OAC for Westbound tracks), the proposed tracks
are published on an internet site for interested parties to view and discuss. One hour is allocated for each of
the proposals during which any comments will be considered by the publishing agency and any changes
which are agreed are then incorporated into the final track design. This internet site is currently operated by
NAV CANADA. Access to this site is by password which any bona fide NAT operator may obtain on
application to NAV CANADA - see Canada AIP for details.
2.3 THE NAT TRACK MESSAGE
2.3.1 The agreed OTS is promulgated by means of the NAT Track Message via the AFTN to all
interested addressees. A typical time of publication of the day-time OTS is 2200 UTC and of the night-time
OTS is 1400 UTC.
2.3.2 This message gives full details of the co-ordinates of the organised tracks as well as the
flight levels that are expected to be in use on each track. In most cases there are also details of domestic
entry and exit routings associated with individual tracks (e.g. „NERS…‟ or „NAR …..‟). In the westbound
(day-time) system the track most northerly, at its point of origin, is designated Track 'A' (Alpha) and the next
most northerly track is designated Track 'B' (Bravo) etc. In the eastbound (night-time) system the most
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