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the recorded/plotted cleared route is the same as that provided by the controlling ATS authority. If there has
been a misunderstanding between the pilot and controller over the actual route to be flown (i.e. an ATC loop
error has occurred), then the last drill above, together with the subsequent passing of the position report, will
allow the ATS authority the opportunity to correct such misunderstanding before a hazardous track deviation
can develop. The vast majority of instances of waypoint insertion errors occur when the ATC cleared
oceanic route segment differs (partly or wholly) from that included in the filed flight plan or that requested
by the pilot. Thorough and diligent checking and cross-checking, by more than one crew member, of the
waypoints entered into the navigation computer, against the received Oceanic Clearance would eliminate
most of these unnecessary and avoidable errors.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 15
NAT MNPS 75 Edition 2005
Chapter 15: Guidance for Dispatchers (updated by Roy Wynn, IFALDA)
15.1 INTRODUCTION
15.1.1 Other chapters of this Manual specifically address the actions of Aircraft Operators, flight
crews and ATS Providers regarding operations in NAT MNPS Airspace.
15.1.2 All US FAR Part 121 carriers and many non-US carriers employ aircraft dispatchers or flight
operations officers (hereafter referred to as dispatchers) to provide flight 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.
15.1.3 Nothing in this chapter should be construed as to take precedence over appropriate
government regulations or individual company policy.
15.1.4 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.
15.1.5 The dispatcher must plan the operation of flights within NAT MNPS Airspace in accordance
with ICAO separation standards and in compliance with State regulations and protocols. The responsibility
to separate traffic belongs of the ATS provider, but without proper planning and co-ordination the
compliance with these minimum standards cannot be accomplished.
15.1.6 This chapter discusses requirements, procedures, standards and constraints that must be
complied with for flight planning and flight monitoring phases. It also addresses some of the CDM tools that
may be helpful in this process.
15.1.7 The NAT is essentially divided into two distinct areas for flight operation, i.e. MNPS
Airspace and non-MNPS airspace. Operations within MNPS Airspace require the user to adhere to very
specific operating protocols. The boundaries of MNPS Airspace are defined in the Foreword to this Manual,
but basically cover all airspace between FL285 to FL420 in Reykjavik, Shanwick, Gander, Santa Maria and
New York Oceanic Control Areas.
15.2 FLIGHT PLANNING
Routes
15.2.1 All users are encouraged to provide the appropriate OAC with information about their
proposed flights twice each day with preferred route messages (see Chapter 2, paragraph 2.2.4). Dispatchers
and/or meteorologists determine track models most advantageous for their operation. This information is
sent to the relevant OAC where it is evaluated and compared with requests from other users. Restrictions
such as danger areas and military operations areas are taken into account. Forecast weather systems,
potential turbulence areas, thunderstorms and other areas of significant weather are analysed and evaluated.
The OAC also considers the requirements of opposite direction traffic and ensures that sufficient
track/altitude level profiles are available to satisfy the anticipated traffic demand. The track system is then
promulgated by the OAC with consideration to the preferences of the users. The impact of domestic route
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 15
NAT MNPS 76 Edition 2005
structures and the serviceability of transition area radars and navigation aids are checked before the system is
finalized. While MNPS Airspace is normally the core of the route structure, transition routes play a major
part in the selection of appropriate NAT routes. Remarks are added as appropriate with information that
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