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changes and prudent pre-flight fuel planning should take this into consideration.
4.1.8 During the OTS Periods (eastbound 0100-0800 UTC, westbound 1130-1900 UTC) aircraft
intending to follow an OTS Track for its entire length may plan at any of the levels as published for that
track on the current daily OTS Message. Flights which are planned to remain entirely clear of the OTS or
which join or leave an OTS Track (i.e. follow an OTS track for only part of its published length), are all
referred to as Random Flights. Pilots intending to fly on a random route or outside the OTS time periods,
should normally plan flight level(s) appropriate to the direction of flight.
Note: “Appropriate Direction Levels” within the NAT MNPSA are specified by the Semi-circular
Rule Per ICAO Annex 2, Appendix 3, Table a):
4.1.9 Planners should note however that the AIPs specify some exceptions to use of “Appropriate
Direction Levels” both during the OTS time periods and outside them. At specified times, appropriate
direction levels are reserved for use by (opposite direction) traffic flows that then predominate. These
exceptions may be modified in future to accommodate changes in traffic flows. The current usage allocation
of flight levels in the NAT MNPSA is published in the UK and Canadian AIPs as the NAT Flight Level
Allocation Scheme (FLAS). Hence, pilots and planners should always consult the current AIPs and any
supporting NOTAMs when flight planning random routes through NAT MNPS Airspace.
4.1.10 If a flight is expected to be level critical, operators should contact the initial OAC prior to
filing of the flight plan to determine the likely availability of specific flight levels.
ATC Flight Plans
4.1.11 Correct completion and addressing of the flight plan is extremely important as errors can
lead to delays in data processing and 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 contained in the NAT Flight Planning Guidance Material (available at
http://www.nat-pco.org/ ). This document also highlights the more common completion errors that are
made. UK AIC 55/2003 provides similar NAT Region specific guidance and includes example completed
ICAO Flight Plans. A copy of this AIC may be downloaded from the NAT PCO website http://www.natpco.
org/. New and/or infrequent North Atlantic operators are earnestly recommended to make diligent
reference to these documents.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 4
NAT MNPS 19 Edition 2005
4.1.12 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.
4.1.13 For turbojet aircraft the Mach Number planned to be used for each portion of the flight in the
NAT Region should be specified in Item 15 of the flight plan.
4.1.14 Item 15 of the flight plan should reflect the proposed speeds in the following sequence:
• cruising True Airspeed (TAS);
• oceanic entry point and cruising Mach Number;
• oceanic landfall and cruising TAS.
4.2 FLIGHT PLANNING REQUIREMENTS ON SPECIFIC ROUTES
(Full details are contained in the NAT FP GM (available at http://www.nat-pco.org/ )
Flights Planning on the Organised Track System
4.2.1 If (and only if) the flight is planned to operate along the entire length of one of the
organised tracks, from oceanic entry point to oceanic exit point, as detailed in the NAT Track Message,
should the intended organised track be defined in Item 15 of the flight plan using the abbreviation 'NAT'
followed by the code letter assigned to the track.
4.2.2 Flights wishing to join or leave an organised track at some intermediate point are considered
to be random route aircraft and full route details must be specified in the flight plan. The track letter must
not be used to abbreviate any portion of the route in these circumstances.
4.2.3 The planned Mach Number and flight level for the organised track should be specified at
either the last domestic reporting point prior to oceanic airspace entry or the organised track commencement
point.
4.2.4 Each point at which a change of Mach Number or flight level is planned must be specified
　
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