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planned and flown by approved aircraft equipped with normal short-range navigation equipment
(VOR, DME, ADF) and at least one approved fully operational LRNS.
3.3 ROUTE STRUCTURES ADJACENT TO NAT MNPS AIRSPACE
North American Routes (NARs)
3.3.1 The North American Routes (NARs) consist of a numbered series of predetermined routes
which provide an interface between NAT oceanic and North American domestic airspace. The NAR System
is designed to accommodate major airports in North America.
3.3.2 Full details of all NAR routings (eastbound and westbound) together with associated
procedures are published in the United States Airport Facility Directory - Northeast and the Canada Flight
Supplement (See http://www.naco.faa.gov/index.asp?xml=naco/catalog/charts/supplementary/af_directory
and http://www.tc.gc.ca/civilaviation/regserv/Affairs/AIP/about.htm respectively). It should be noted that
these routes are subject to occasional changes and are re-published/updated on a regular AIRAC 56-day
cycle
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 3
NAT MNPS 14 Edition 2005
Canadian Domestic Track Systems
3.3.3 Within Canada there are two track systems: the Northern Control Area tracks and the
Southern Control Area tracks; these provide links for NAT traffic operating between Europe and North
America to central and western North American airports. Track procedures and details are published in AIP
Canada.
Routes between North America and the Caribbean area
3.3.4 An extensive network of routes linking points in the United States and Canada with
Bermuda, the Bahamas and the Caribbean area are defined in the New York OCA to the west of 60°W. This
network is known as the Western Atlantic Route System (WATRS). Details of these routes and associated
procedures are contained in the United States AIP.
Irish/UK Domestic Route Structures
3.3.5 The UK AIP and AIP Ireland both specify the domestic routes to be used for westbound
NAT traffic, based upon entry points into oceanic airspace.
North Atlantic European Routing Scheme (NERS)
3.3.6 Previous flight planning arrangements for the European domestic route portion of eastbound
NAT flights were superseded in February 2005 by Phase 1 of the NERS. Later Phases will also include
westbound routings. The NERS is similar in concept to the NARS which has been in use in North America
by NAT traffic for many years. The NERS consists of a numbered series of predetermined routes which
provide an interface between NAT oceanic and European domestic airspace. The NER system is designed to
accommodate major airports in Europe.
3.3.7 The NERS valid for a particular day will be published on the track signal but will only be
used when the traffic density warrants their use. They are not expected to be published every day. Full
details of all NER routings together with associated procedures are published in CFMU Route Availabilty
Document Annex NAT (www.cfmu.eurocontrol.int/rad/).
Shannon Oceanic Transition Area (SOTA)
3.3.8 Part of the Shanwick OCA is designated as the Shannon Oceanic Transition Area (SOTA).
MNPS Airspace requirements are still applicable from FL285 to FL420. SOTA has the same vertical extent
as the Shanwick OCA, and is bounded by lines joining successively the following points:
N5100 W01500 – N5100 W00800 – N4830 W00800 – N4900 W01500 – N5100 W01500
3.3.9 Air Traffic Service is provided by Shannon ACC using the call sign SHANNON
CONTROL. Full details of the service provided and the procedures used are contained in AIP Ireland.
Northern Oceanic Transition Area (NOTA)
3.3.10 Similar to the long established SOTA, since early 2005, a further part of Shanwick OCA has
been designated as the Northern Oceanic Transition Area NOTA.
3.3.11 MNPS requirements are still applicable from FL 285 to FL 420. NOTA has the same
vertical extent as the Shanwick OCA and is bounded by the lines joining successively the following points.
N5400 W01500 - N5700 W01500 - N5700 W01000W - N5434 W01000 - N5400 W01500.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 3
NAT MNPS 15 Edition 2005
3.3.12 Air Traffic service is provided by Shannon ACC using the callsign SHANNON CONTROL.
Full details of the service provided and the procedures used are contained in AIP Ireland and AIP UK. (N.B.
For an interim period, westbound aircraft entering the NOTA are required to obtain an oceanic clearance
from Shanwick at least 40 minutes prior to crossing KORIB, MASIT, NIBOG or MIMKU. This interim
period is expected to continue until Autumn 2006. Termination of interim procedures will be notified by
NOTAM.)
Brest Oceanic Transition Area (BOTA)
3.3.13 Part of the Shanwick OCA is designated as the Brest Oceanic Transition Area (BOTA).
　
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