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N5100 W01500 – N5100 W00800 – N4830 W00800 – N4900 W01500 – N5100 W01500
3.3.11 NOTA has the same vertical extent as the Shanwick OCA and is bounded by the lines joining successively the following points.
N5400 W01500 - N5700 W01500 - N5700 W01000W - N5434 W01000 - N5400 W01500.
3.3.12 Air Traffic Services are provided by Shannon ACC using the call sign SHANNON CONTROL. Full details of the service provided and the procedures used are contained in AIP Ireland.
Brest Oceanic Transition Area (BOTA)
3.3.13 Part of the Shanwick OCA is designated as the Brest Oceanic Transition Area (BOTA). MNPS Airspace requirements are still applicable from FL285 to FL420. BOTA has the same vertical extent as the Shanwick OCA, and is bounded by lines joining successively the following points:
N4834 W00845 – N4830 W00800 – N4500 W00800 – N4500 W00845 – N4834 W00845
3.3.14 Air Traffic service is provided by the Brest ACC, call sign BREST CONTROL.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 3
NAT MNPS 16 Edition 2009
Figure 3 - Other Routes and Structures within NAT MNPS Airspace
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 4
NAT MNPS 17 Edition 2009
Chapter 4: Flight Planning
4.1 FLIGHT PLAN REQUIREMENTS
General
4.1.1 It is essential that care is taken when entering track information into a computer and the information should be cross-checked before it is given to the operating crew. Crews of all NAT MNPSA flights, even those that are not planned to use the OTS, must be given both the organised track message and relevant amendments to it. (N.B. In the event of a contingency or diversion, knowledge of the location of the OTS tracks will be useful to the crew of any NAT MNPSA flight). Should more than one version of the daily Track Message have been issued, then crews should be issued the entire revised version together with an appropriate explanation to relate differences between versions. Each successive version will be identified by the TMI and an alphabetic suffix. e.g. 243A, 243B etc.
4.1.2 All flights which generally route in an eastbound or westbound direction should normally be flight planned so that specified ten degrees of longitude (20°W, 30°W, 40°W etc.) are crossed at whole degrees of latitude; and all generally northbound or southbound flights should normally be flight planned so that specified parallels of latitude spaced at five degree intervals (65°N, 60°N, 55°N etc.) are crossed at whole degrees of longitude. (N.B. For those flights that generally route in an eastbound or westbound direction, it is important that the latitude crossings of ALL oceanic ten-degree meridians be included as waypoints in the flight plan submitted to ATC. Even where “named” significant points are close to these "prime" meridians of longitude it is not appropriate to omit the ten-degree crossings from the ATC Flight Plan.).
4.1.3 All flights should plan to operate on great circle tracks joining successive significant waypoints.
Routings
4.1.4 During the hours of validity of the OTS, operators are encouraged to flight plan as follows: in accordance with the OTS; or along a route to join or leave an outer track of the OTS; or on a random route to remain clear of the OTS
4.1.5 Nothing in the paragraph above prevents operators from flight planning across the OTS. However they should be aware that whilst ATC will make every effort to clear random traffic across the OTS at published levels, re-routes or significant changes in flight level are likely to be necessary during most of the OTS traffic periods.
4.1.6 Outside of the OTS periods operators may flight plan any random routing, except that during a period of one hour prior to each OTS period the following restrictions apply:
Eastbound flights that cross 30°W less than one hour prior to the incoming/pending Westbound OTS (i.e. after 1029 UTC), or Westbound flights that cross 30°W less than one hour prior to the incoming/pending 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.
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NORTH ATLANTIC MNPS AIRSPACE OPERATIONS MANUAL(19)
