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controller is alerted to such errors and can, using VHF voice communications, intervene in a timely fashion.
This is not the case in Oceanic airspace, such as the North Atlantic, where the controller‟s awareness of
traffic disposition is reliant largely upon pilot voice position reports and communications utilise HF or
SATCOM Voice through a third party radio operator. Consequently, it has been determined that allowing
aircraft conducting oceanic flight to fly self-selected lateral offsets will provide an additional safety margin
and mitigate the risk of traffic conflict when non-normal events such as aircraft navigation errors, height
deviation errors and turbulence induced altitude-keeping errors do occur. Collision risk is significantly
reduced by application of these offsets. These procedures are known as “Strategic Lateral Offset Procedures
(SLOP)”.
8.5.2 This procedure provides for offsets within the following guidelines:
a) along a route or track there will be three positions that an aircraft may fly: centreline or one
or two miles right;
b) offsets will not exceed 2 NM right of centreline; and
c) offsets left of centreline must not be made
8.5.3 Distributing aircraft laterally and equally across the three available positions adds an
additional safety margin and reduces collision risk. This is now a standard operating procedure for the
entire NAT Region and pilots are required to adopt this procedure as is appropriate. In this connection, it
should be noted that:
a) Aircraft without automatic offset programming capability must fly the centreline.
b) It is recommended that pilots of aircraft capable of programming automatic offsets elect to
fly an offset one or two nautical miles to the right of the centre line in order to obtain lateral
spacing from nearby aircraft (ie those immediately above and/or below). Pilots should use
whatever means are available (e.g. TCAS, communications, visual acquisition, GPWS) to
determine the best flight path to fly.
c) An aircraft overtaking another aircraft should offset within the confines of this procedure, if
capable, so as to create the least amount of wake turbulence for the aircraft being overtaken.
d) For wake turbulence purposes, pilots should fly one of the three positions shown above.
Pilots should not offset to the left of centreline nor offset more than 2 NM right of centreline.
Pilots may contact other aircraft on the air-to-air channel, 123.45 MHz, as necessary; to coordinate
the best wake turbulence mutual offset option. (Note. It is recognised that the pilot
will use his/her judgement to determine the action most appropriate to any given situation
and that the pilot has the final authority and responsibility for the safe operations of the
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 8
NAT MNPS 52 Edition 2009
aeroplane. See also Chapter 11, paragraph 11.5.) As indicated below, contact with ATC is
not required.
e) Pilots may apply an offset outbound at the oceanic entry point and must return to centreline
prior to the oceanic exit point.
f) Aircraft transiting radar-controlled airspace mid-ocean should remain on their already
established offset positions.
g) There is no ATC clearance required for this procedure and it is not necessary that ATC be
advised.
h) Voice Position reports should be based on the waypoints of the current ATC clearance and
not the offset positions.
Monitoring during Distractions from Routine
8.5.4 Training and drills should ensure that minor emergencies or interruptions to normal routine
are not allowed to distract the crew to the extent that the navigation system is mishandled.
8.5.5 If during flight the autopilot is disconnected (e.g. because of turbulence), care must be taken
when the navigation steering is re-engaged to ensure that the correct procedure is followed. If the system in
use sets specific limits on automatic capture, the across-track indications should be monitored to ensure
proper recapture of the programmed flight path/profile.
8.5.6 Where crews have set low angles of bank, perhaps 10° or less, say for passenger comfort
considerations, it is essential to be particularly alert to possible imperceptible departures from cleared track.
Avoiding Confusion between Magnetic and True Track Reference
8.5.7 To cover all navigation requirements, some operators produce flight plans giving both
magnetic and true tracks. However, especially if crews are changing to a new system, there is a risk that at
some stage (e.g. during partial system failure, re-clearances, etc.), confusion may arise in selecting the
correct values. Operators should therefore devise procedures which will reduce this risk, as well as ensuring
that the subject is covered during training.
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