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Gander and Shanwick OAC facilities want to bring to the attention of users.
Organized Track System (OTS)
15.2.2 The NAT OTS message is issued twice daily by the appropriate OAC. A typical time of
publication is 2200 UTC for the Westbound OTS and 1400 UTC for Eastbound OTS. They are valid at
following times.
Daytime (Westbound) OTS (1130 UTC-1900 UTC at 30W)
Nighttime (Eastbound) OTS (0100 UTC-0800 UTC at 30W)
15.2.3 A detailed description of the NAT Track message is provided in Chapter 2. 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. Also, be
aware of any amendments or corrections that may be issued. 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.
15.2.4 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 Canadian NCA/SCA 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 your flight not receiving requested altitudes.
15.2.5 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.
15.2.6 The planned Mach number and flight level at the commencement point of the track should be
specified at the organised track commencement point.
15.2.7 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.
15.2.8 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.
15.2.9 Flights operated against the peak traffic flows should plan to avoid the opposite direction
OTS (or co-ordinate routes directly with appropriate OACs) as follows. This affects Eastbound traffic
crossing 30W at 1030 UTC or later; and Westbound traffic crossing 30W at 0000 UTC and later.
Random Routes
15.2.10 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. Random routes are permitted in MNPS
airspace.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 15
NAT MNPS 77 Edition 2005
15.2.11 Random routes can be planned anywhere within MNPS Airspace but the dispatcher should
avoid those routes that conflict directly with the OTS. Examples of random routes include routes that:
1. Remain clear of the OTS by at least 1 deg;
2. Leave or join outer tracks of the OTS;
3. Are above or below the OTS flight level stratum.
4. Are planned on track co-ordinates before/after valid OTS times.
15.2.12 Care should be taken when planning random routes and dispatchers should plan sufficient
fuel to allow for potential re-routes or non-optimum altitudes.
Examples:
1. Flights planned to initially operate below MNPS Airspace/RVSM flight levels at FL280 on routes
that pass under the OTS should not plan to climb until 1 degree clear of the OTS.
2. Planning to join an outer track will seldom be allowed due to the adverse impact on track capacity.
Leaving an outer track is seldom a problem as long as 1 degree of separation is maintained from
other tracks.
3. Random routes paralleling the OTS 1 or 2 degrees north or south can be as busy as the OTS Itself.
4. Dispatchers planning NAT flights originating in south Florida or the Caribbean should consider the
effect of traffic from South America operating north eastwards to the USA, when deciding on flight
levels. Although the dispatcher should plan optimum flight levels, adequate fuel should be carried
so that a NAT flight can accept a lower altitude (FL260 or FL280) until east of 70°W.
5. Any flight planning to leave an OTS track after the oceanic entry point must be treated as a random
route. The track letter must not be used to abbreviate the route description.
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