World Air Ops | NAT | Doc 007 MNPS Guidance

Guidance concerning Air Navigation in and above the NAT MNPSA CHAPTER 16NAV CANADA. Track Loading Information is available and it is possible to view all filed FlightPlans on the OTS and random routes.• Eurocontrol CFMU (Central Flow Management Unit) WebsiteThis website contains a wealth of tactical information regarding restrictions, delays, weatherproblems, military activity, CDR routes, preferred routing schemes and transition routes.(http://www.cfmu.eurocontrol.int/cfmu/public/subsite_homepage/homepage.html )There is a free text editor that will validate ICAO flight plan before filing and advise if the flight planis acceptable for routes, altitudes and transitions. If the flight plan would be rejected, this editor willdescribe what is wrong, allowing the dispatcher to repair it before filing the ICAO flight plan.• FAA WebsitesThese websites contain complete FAR section, Airport information, airport capacity (real time)advisories with airport delays and status, NOTAMS, weather Information, RVSM and statisticaldata. They include www.faa.gov and www.fly.faa.gov . Also for CDM participants, the Air TrafficControl System Command Center intranet site, www.atcscc.faa.gov is available.Flight MonitoringOceanic ATC Clearances16.6.22 The Pilot can obtain Oceanic clearances by VHF, HF, domestic ATC agencies or data link.Chapter 5 of this manual can be referenced for complete oceanic clearance requirements. Be aware that forairports located close to oceanic boundaries (Prestwick, Shannon, Glasgow, Dublin, Belfast, Bristol,Edinburgh, Gander, Goose Bay and St Johns, etc.) oceanic clearances must be obtained before departure.Indeed on the east side of the NAT this will apply to departures from all Irish airfields, all UK airfields westof 2 degrees 30 minutes West and all French Airfields west of 0 degrees longitude. Oceanic Clearances forcontrolled flights leaving airports within the region (e.g airports in Iceland, Greenland or the Azores) areissued by the relevant ATS unit prior to departure.16.6.23 It is important for dispatchers to verify the contents of the oceanic clearance and check itagainst the filed route. If the flight has received a re-route or a different altitude the Dispatcher may providethe flight with re-analysis data for fuel consumption along the revised route.Transponder Use16.6.24 All aircraft flying in MNPS Airspace will set their transponders as follows:16.6.25 Thirty minutes after oceanic entry crews should Squawk 2000, if applicable. There may beregional differences such as maintaining last assigned Squawk in the West Atlantic Route System (WATRS).Crews transiting Reykjavik’s airspace must maintain last assigned Squawk until advised by ATC.Re-Routes.16.6.26 When traffic exceeds track capacity, ATS providers may not be able to accommodate aflight’s filed altitude or routing. A different flight level on the planned route will be offered as the firstoption. If this is not possible, ATC will offer an alternative route that may be stated in Field 18 of the ICAOflight plan. On an eastbound flight the pilot should anticipate a preferred route within the domestic routestructure appropriate to the oceanic exit point of the re-route. For westbound flights into Canada, ATC willnormally attempt to route the flight back to its original route unless the crew requests a new domesticrouting. Many operators attach secondary flight plans on adjacent tracks that will include the preferreddomestic routings. This will help flight crews evaluate and more quickly adjust when re-route situations arerequired.NAT Doc 007 99 Edition 2010