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6. Although it is allowable to flight plan to join a track beyond track commencement point, flights will
seldom receive clearance on such routings. It would be prudent to avoid planning such a routing,
particularly during peak traffic periods.
7. When planning a random route care should be taken not to conflict with any part of the OTS. Flights
that are planned to conflict with OTS entry or exit points will most likely be subject to a re-route.
East/West Random Routes North of 70°N.
15.2.13 Same as other random routes except that points will be specified with 20 degree intervals
from Zero degree meridian to 60°W.
Northbound/Southbound Flights.
15.2.14 Same as other random routes except points will be specified at 5 degree intervals from 20°N
to 90°N.
Flight Levels
15.2.15 Flight Dispatchers should be aware of the North Atlantic Flight Level Allocation Scheme
(FLAS). This is subject to change and the current FLAS is published in the UK and Canadian AIPs.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 15
NAT MNPS 78 Edition 2005
15.2.16 Chapters 2 and 4 contain details on RVSM flight level guidance. Since virtually all airspace
adjoining MNPS airspace is now RVSM, transition problems are no longer an issue for ATC or dispatchers.
Guidance for flight procedures in MNPS airspace can be found in Chapter 9 of this Manual.
15.2.17 RVSM allows more flight levels for planning and therefore provides better opportunity to fly
closer to an optimum route/profile. As aircraft fly towards their destination they become lighter as fuel onboard
is consumed and they are then able to climb to more fuel efficient altitudes. It is acceptable to plan
and/or request step climbs within the OTS but because of traffic volumes and the difference in aircraft
performance it is wise to plan conservatively. Climbs on random routes that are totally north or south of the
track system are more readily approved. If you plan your flight without profiling a climb please encourage
crews to request a climb as weight permits.
MEL Compliance
15.2.18 Dispatchers planning flights within MNPS Airspace must ensure that their allocated aircraft
have the minimum required navigation, communications and altitude alerting/reporting equipment on board.
Flight procedures for minimum equipment and standards can be found in Chapters 8 and 10 of this manual.
Particular attention must be paid to MEL Items that may affect the aircraft. Be aware that your company
MEL or Operations Specifications may be more restrictive than MNPS requirements. HF is required for
entering the Shanwick OAC. Many airline Operations Specifications require dual HF for operation in Class
II (A) airspace for more than one hour, even when aircraft is SATCOM equipped. However some States
may permit Dispatch with only one serviceable HF system providing the aircraft is equipped with SATCOM.
15.2.19 Even though failure of a system (or component) once en route is not directly mandated to
abide by MEL restrictions, it is important that any failures that will affect either MNPS or RVSM operations
be closely co-ordinated with the appropriate ATS facility.
Non-MNPS Compliant Operations
15.2.20 If an aircraft MEL (navigation, communications or altitude alerting/reporting system)
prohibits operations in MNPS airspace it will be necessary to modify an aircraft’s route of flight.
15.2.21 An example would be an aircraft not equipped with two Long Range Navigation Systems (or
LRNS's that are fully serviceable). This situation could occur before departure or once en route but before
entering MNPS Airspace. Options that should be considered by the dispatcher are:
- operate above or below MNPS Airspace;
- fly on special routes developed for aircraft equipped with limited LRNS equipment – see
Chapters 1, paragraph 1.4 , Chapter 3, paragraph 3.2 & Chapter 10, paragraph 10.2.
Communications
15.2.22 HF communication is mandatory in Shanwick OCA. Most routes require 2 long range
communications systems. Some operators are allowed SATCOM as a substitute for one HF system. VHF
communications (freq 123.45 or 121.5) can be used as to relay air-ground ATS communications as backup in
case of en route HF failure.
15.2.23 Many operators now use CPDLC (controller pilot data link communications) and ADS
(automatic dependent surveillance) for oceanic position reporting and clearance updating. These features
improve position reporting speed and accuracy. They also reduce the chance of errors.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 15
NAT MNPS 79 Edition 2005
ETOPS/LROPS
15.2.24 A large portion of NAT crossings are ETOPS operations. ETOPS rules require that one or
more suitable en route alternate airports are named prior to dispatch and then monitored while aircraft are en
　
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