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This document is for guidance only and must be read in conjunction with the following publications, which detail the regulatory material relating to North Atlantic aircraft operations:
ICAO PANS/ATM (DOC 4444).
ICAO Regional Supplementary Procedures (DOC 7030/4).
North Atlantic MNPS Airspace Operations Manual.
UK CAP 694 – “The UK Flight Plan Guide”.
Relevant parts of State Aeronautical Information Publications (AIP) and Aeronautical Information Circulars (AIC).
2. General
2.1 General Principles
(a) USE BLOCK CAPITALS;
(b) Adhere to the prescribed formats and manner of specifying data;
(c) Insert all clock times and estimated elapsed times, in hours and minutes, as four figures, UTC, or as six digits if including the date;
(d) Shaded areas preceding Item 3 to be completed by ATS and COM services;
Fields 3 to 19 to be completed only as indicated below.
3. Instructions for the Completion of the Flight Plan Message
3.1 Message Envelope:
The Message Envelope is that part of the flight plan outside the open and close brackets. It should not contain any information other than the Annex 10 message header and optional extra addresses (for IFPS, see below). Any other information inserted into the message envelope will invalidate the entire message and prevent its correct processing.
Message addressing
Flight plans for flights operating to or from the IFPS zone in Europe should be filed with IFPS, not the individual NAT centres. However, with the exception of the Santa Maria FIR and Bodö FIR, the NAT region lies outside the IFPS zone. When submitting flight plans for trans-Atlantic flights to IFPS, operators should therefore specify the relevant NAT centre(s) using the IFPS "extra address" feature. Note that flight plans for flights not entering the IFPS zone will not be accepted by IFPS and should therefore be sent directly to the relevant centre(s).
3.2 General Message Content
The letter “O” and the digit “0” are not interchangeable. Inappropriate use of these characters will prevent the correct processing of the flight plan.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL ATTACHMENT 4
NAT MNPS 105 Edition 2009
The line length must not exceed 69 character columns. Lines exceeding the Annex 10 maximum of 69 columns are invariably broken at that position by intervening AFTN communication centres, without any regard for content, causing the creation of unintelligible fragments.
3.3 Field 3: Message Type
To be completed when the responsibility for originating flight plan messages has been delegated.
For filing of subsequent flight plans use either the “modification” (CHG) or “cancellation” (CNL) format as outlined in ICAO DOC 4444.
Common Error:
It is common for CNL messages to be received without a subsequent FPL message. This is equivalent to having received no flight plan at all. If an Airline Operator still intends to operate the flight, another FPL must be sent.
Also note that there is no guarantee messages are received in the same order they are transmitted. If a CNL (referring to a previous FPL) is sent and immediately followed by a new FPL it is quite possible that the FPL arrives first and is then immediately cancelled by the delayed CNL.
Creative use of time stamps does not help, it is the arrival sequence rather than the time stamp that determines how messages are processed. It is therefore recommended that a few minutes be allowed to elapse between the CNL and a subsequent FPL.
Another common error occurs when using CHG messages. Transmitting only those parts of a field that have changed is not acceptable because the new field will replace the entire contents of that field in the original message.
3.4 Field 7: Aircraft Identification (ACID)
One of the following ACIDs must be included:
(a) The registration marking of the aircraft (e.g. EIAKO, 4XBCD, N2567GA)
(b) The ICAO designator for the aircraft operating agency followed by the flight identification (e.g. KLM511, NGA213).
(c) The call sign determined by the military authorities if this will be used to identify the aircraft during flight.
Common Errors:
The ACID must not exceed 7 characters. An ACID of more than 7 characters will invalidate the message. Furthermore it will be impossible to manually correct the data as computer systems are only designed to handle the ICAO stipulated maximum of 7 digit aircraft identification strings.
The hyphen, often used in the graphical representation of aircraft registration, is also used as the field separator in all flight related ICAO messages and so must not be used in the flight plan ACID.
All-numeric ACIDs must be avoided. Even when the registration of a military flight is all numeric it is expected to be preceded by the operating agency descriptor assigned to the military operator in question.
　
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