World Air Ops | NAT | Doc 007 MNPS Guidance

More documents

Recommendations

Info

Guidance concerning Air Navigation in and above the NAT MNPSA CHAPTER 16time periods and outside them. At specified times, some appropriate direction levels are in fact reserved foruse by the opposite direction traffic flows that then predominate. The current usage allocation of flight levelsin the NAT MNPSA is published in the UK and Canadian AIPs and shown at Attachment 6 as the NATFlight Level Allocation Scheme (FLAS). Hence, pilots and planners should always consult the current AIPsand any supporting NOTAMs when flight planning random routes through NAT MNPS Airspace. If a flightis expected to be level critical, operators should contact the initial OAC prior to filing of the flight plan todetermine the likely availability of specific flight levels.Mach Number16.4.2 In NAT MNPS Airspace the Mach Number technique is used to manage longitudinalseparations between aircraft following the same track. Chapter 7 above provides more detailed information.Consequently, flight plans for the NAT MNPS segment of flight must define aircraft speed in terms of aMach Number. This is true even if procedures dictate that aircraft speed be defined in terms of TAS forother (continental airspace) segments of that same flight. Oceanic clearances include a True Mach Numberto 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 fuelregimes may be used.16.5 ATC FPL Completion16.5.1 It is important that all of the foregoing conventions and protocols are adhered to whenplanning a flight through NAT MNPS Airspace. Summarised guidance on the flight planning requirementsfor specific routes is given above at Paragraph 4.2. Correct completion and addressing of the filed ATCflight plan is extremely important. Non-observance of any of the foregoing NAT MNPS Airspace planningprinciples, or even simple syntax errors in the filed FPL, can lead to delays in data processing and/or to thesubsequent issuing of clearances to the flights concerned. Despite the growing use of automated flightplanning systems a significant proportion of ATC Flight Plans submitted in respect of flights through theNorth Atlantic Region continue to contain errors. In some instances these errors are such that the Flight Planis rejected and the Operator is required to re-submit a corrected version. Full and detailed explanations ofhow 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 earnestlyrecommended to make diligent reference to this document. Furthermore it should be noted that a free texteditor 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 berejected, this editor will describe what is wrong, thereby allowing the operator to repair it before filing.16.5.2 If filing via an OTS track, particularly during peak traffic periods, it must be appreciated thatATC may not be able to clear the aircraft as planned. ATC will, if possible, first offer a clearance on theplanned track but at a different Flight Level. If, however, no reasonable alternative level is available, or ifthe 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 trackin Field 18 of the ICAO FPL. This will be taken into account by ATC if indeed having to clear the aircraftvia a route other than that planned.16.5.3 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 includedin Item 10 to indicate that the flight is approved for RVSM operations.16.5.4 For flights which also intend to operate through the WATRS Plus Airspace RNP-10 or RNP-4 approval is required in order to benefit from 50NM lateral separation employed here. Any MNPSA aircraftNAT Doc 007 94 Edition 2010
Guidance concerning Air Navigation in and above the NAT MNPSA CHAPTER 16intending to also fly in this WATRS Plus airspace should ensure that its RNP approval status is included inthe flight plan. In field 18 this should be annotated as NAV/RNP10 or NAV/RNP4 (see paragraph 4.1.12).16.6 Dispatch FunctionsGeneral16.6.1 All US FAR Part 121 carriers (domestic and flag operators) and many non-US carriersemploy aircraft dispatchers or flight operations officers (hereafter referred to as dispatchers) to provide flightplanning, flight watch and/or flight monitoring services. Most of the information presented here is includedin 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.16.6.2 Nothing in this chapter should be construed as to take precedence over appropriategovernment regulations or individual company policy.16.6.3 The dispatcher is responsible for providing the pilot-in-command with information necessaryto 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 121or/and certain other State civil aviation rules, the dispatcher shares responsibility for exercising operationalcontrol with the pilot-in-command of the flight. A successful flight will always start with an intelligent,informed and conservative plan.Flight PlanningRoute Planning16.6.4 The daily published OTS tracks provide near to optimum NAT segment routings for abouthalf of all the flights between Europe and North America. For many other flights the location of the OTSstructure on the day may constrain available random routings. Consequently, the development of asuccessful NAT flight plan almost always requires consideration of the detail of the relevant OTS structure.Operators can influence the OTS construction process by providing Prefered Route Messages andparticipating in this collaborative decision making ( See Chapter 2, paragraphs 2.2.3 and 2.2.4).16.6.5 The eastbound and westbound OTS structures are the subject of separate “NAT TrackMessages” published via the AFTN. A detailed description of the NAT Track message is provided inChapter 2.Planning on an OTS Track16.6.6 Dispatchers must pay particular attention to defined co-ordinates, domestic entry and exitroutings, allowable altitudes, Track message identification number (TMI) and any other information includedin the remarks section. They must also take care to be apprised of any amendments or corrections that maybe subsequently issued. When such amendments are issued the TMI is appended with an alpha suffix (e.g.“123A”). Since track messages are often manually entered into company flight planning systems,dispatchers should verify that all waypoints on flight plans comply with the current OTS message.- It is important for dispatchers to understand that transition routes specified in the NAT Trackmessage are as important as the tracks themselves. The transition route systems in Europe – theNorth Atlantic European Routing Scheme (NERS) and in North America – the North AmericanRoutes (NARs) and the Northern Organised Track System (NOROTS) and the US East Coastroutes are described in Chapter 3. Dispatchers should comply with any specified transitionNAT Doc 007 95 Edition 2010
Page 1 and 2:
www.worldairops.comThis document is
Page 3:
Guidance concerning Air Navigation
Page 7 and 8:
Page 9 and 10:
Page 11 and 12:
Page 13 and 14:
Page 15 and 16:
Page 17 and 18:
Page 19 and 20:
Page 21:
Page 25:
Page 28 and 29:
Page 30 and 31:
Page 33 and 34:
Page 35 and 36:
Page 37 and 38:
Page 39 and 40:
Page 41 and 42:
Page 43 and 44:
Page 45 and 46:
Page 47 and 48:
Page 49 and 50:
Page 51 and 52:
Page 53 and 54:
Page 55 and 56:
Page 57 and 58:
Page 59 and 60: Guidance concerning Air Navigation
Page 109: Guidance concerning Air Navigation
Page 145: www.worldairops.comThis document is
show all

World Air Ops | NAT | Doc 007 MNPS Guidance

Create successful ePaper yourself

Delete template?

Save as template?