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position a further 2 degrees of longitude after each 10 Degree waypoint. There may be circumstances, (e.g.
when, due to equipment failure, only one LRNS remains serviceable) in which additional plots midway
between each waypoint may be justified.
8.4.16 The navigation system not being used to steer the aircraft should display cross-track distance
and track angle error. Both of these should be monitored, with cross-track distance being displayed on the
HSI where feasible.
Approaching Landfall
8.4.17 When the aircraft is within range of land based navaids, and the crew is confident that these
navaids are providing reliable navigation information, consideration should be given to updating the LRNSs.
Automatic updating of the LRNSs from other navaids should be closely monitored, and before entry into
airspace where different navigation requirements have been specified (e.g. RNP5 in European BRNAV
airspace), crews should use all aids (including VORs and DMEs) to confirm that the in-use navigation
system is operating to the required accuracy. If there is any doubt regarding system accuracy, the
appropriate ATC unit should be informed.
8.5 SPECIAL IN-FLIGHT PROCEDURES
Strategic Lateral Offset Procedures (SLOP)
8.5.1 ATC clearances are designed to ensure that separation standards are continually maintained
for all traffic. However, the chain of clearance definition, delivery and execution involves a series of
technical system processes and human actions. Errors are very rare but they do occur. Neither pilots nor
controllers are infallible. Gross Navigation Errors (usually involving whole latitude degree mistakes in route
waypoints) are made, and aircraft are sometimes flown at flight levels other than those expected by the
controller. When such errors are made, ironically, the extreme accuracies of modern navigation and height
keeping systems themselves increase the risk of an actual collision. Within an SSR environment the
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
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 8
NAT MNPS 51 Edition 2008
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) Operators capable of programming automatic offsets may fly the centreline or offset one or
two nautical miles right of centreline to obtain lateral spacing from nearby aircraft. 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.
c) Pilots should use whatever means are available (e.g. TCAS, communications, visual
acquisition, GPWS) to determine the best flight path to fly.
d) For wake turbulence purposes, pilots should also 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
aeroplane. See also Chapter 11, paragraph 11.5.) As indicated below, contact with ATC is
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