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of specific flight levels.
Mach Number
15.4.2 In NAT MNPS Airspace the Mach Number technique is used to manage longitudinal
separations between aircraft following the same track. Chapter Error! Reference source not found. above
provides more detailed information. Consequently, flight plans for the NAT MNPS segment of flight must
define aircraft speed in terms of a Mach Number. This is true even if procedures dictate that aircraft speed
be defined in terms of TAS for other (continental airspace) segments of that same flight. Oceanic clearances
include a True Mach Number to follow and because this is used by ATC to regulate longitudinal separations,
no tolerance is permissible. Consequently, NAT flights should not be planned or flown on the assumption
that LRC or ECON fuel regimes may be used.
15.5 ATC FPL Completion
15.5.1 It is important that all of the foregoing conventions and protocols are adhered to when
planning a flight through NAT MNPS Airspace. Summarised guidance on the flight planning requirements
for specific routes is given above at Paragraph 4.2. Correct completion and addressing of the filed ATC
flight plan is extremely important. Non-observance of any of the foregoing NAT MNPS Airspace planning
principles, or even simple syntax errors in the filed FPL, can lead to delays in data processing and/or to the
subsequent issuing of clearances to the flights concerned. Despite the growing use of automated flight
planning systems a significant proportion of ATC Flight Plans submitted in respect of flights through the
North Atlantic Region continue to contain errors. In some instances these errors are such that the Flight Plan
is rejected and the Operator is required to re-submit a corrected version. Full and detailed explanations of
how to complete an ATS Flight Plan in respect of the NAT portion of a flight are shown at Attachment 4.
This document highlights the more common completion errors that are made and includes example,
correctly-completed-ICAO Flight Plans. New and/or infrequent North Atlantic operators are earnestly
recommended to make diligent reference to this document. Furthermore it should be noted that a free text
editor is available on the Eurocontol website that can validate any proposed ICAO flight plan before filing.
It will advise if a flight plan is acceptable for routes, altitudes and transitions. If the flight plan would be
rejected, this editor will describe what is wrong, thereby allowing the operator to repair it before filing.
15.5.2 If filing via an OTS track, particularly during peak traffic periods, it must be appreciated that
ATC may not be able to clear the aircraft as planned. ATC will, if possible, first offer a clearance on the
planned track but at a different Flight Level. If, however, no reasonable alternative level is available, or if
the offered Flight Level is unacceptable to the pilot, then ATC will clear the aircraft via another OTS track.
When filing the ATC Flight Plan, the Dispatcher may enter the details of such an acceptable alternative track
in Field 18 of the ICAO FPL. This will be taken into account by ATC if indeed having to clear the aircraft
via a route other than that planned.
15.5.3 In order to signify that a flight is approved to operate in NAT MNPS Airspace, the letter ‘X’
shall be inserted, in addition to the letter ‘S’, within Item 10 of the flight plan. A ‘W’ must also be included
in Item 10 to indicate that the flight is approved for RVSM operations.
15.6 Dispatch Functions
General
15.6.1 All US FAR Part 121 carriers (domestic and flag operators) 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
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 15
NAT MNPS 88 Edition 2008
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.
15.6.2 Nothing in this chapter should be construed as to take precedence over appropriate
government regulations or individual company policy.
15.6.3 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
　
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