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aircraft identification, flight level, aircraft position (including ATS route designator or the
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 11
NAT MNPS 65 Edition 2008
track code) and intentions, on the frequency in use and on frequency 121.5 MHz (or, as a
back-up, on the VHF inter-pilot air-to-air frequency 123.45 MHz);
c) Watch for conflicting traffic both visually and by reference to ACAS/TCAS (if equipped);
d) Turn on all aircraft exterior lights.
e) For deviations of less than 10 NM, aircraft should remain at the level assigned by ATC;
f) For deviations of greater than 10 NM, when the aircraft is approximately 10 NM from track,
initiate a level change of 300 ft.
- If flying generally Eastbound (i.e. a magnetic track of 000° to 179°) and deviating left (ie
north) of track then descend 300 ft; if, however, deviating right (i.e. south) of track then
climb 300 ft.
- If flying generally Westbound (i.e. a magnetic track of 180° to 359°) and deviating left
(i.e. south) of track then climb 300 ft; if, however, deviating right (i.e. north) of track
then descend 300 ft.
i.e.
Route centre line track Deviations>19 km (10 NM) Level change
EAST (000° 179° magnetic) LEFT
RIGHT
DESCEND 90 m (300 ft)
CLIMB 90 m (300 ft)
WEST (180° 359° magnetic) LEFT
RIGHT
CLIMB 90 m (300 ft)
DESCEND 90 m (300 ft)
g) When returning to track, regain the last assigned flight level, when the aircraft is within
approximately 10 NM of centre line.
11.4.2 The pilot should inform ATC when weather deviation is no longer required, or when a
weather deviation has been completed and the aircraft has returned to the centre line (or previously adopted
SLOP Offset) of its cleared route.
11.5 WAKE TURBULENCE
11.5.1 ICAO has established a worldwide programme for collecting data on wave vortex
encounters. Most wake vortex encounters occur in TMA operations and indeed this is where the aircraft type
wake categorization scheme is used to regulate separations. The ICAO programme is aimed at reviewing the
categorization scheme in light of the recent introduction into service of a new type of very large aircraft.
ICAO have published a Reporting Form and the Pilot or the Operator is required to submit details of any
encounter to the Safety Regulator (i.e. CAA) of the State providing ATS at the location where the encounter
took place. It is the responsibility of the Regulator to forward a copy of the Report to ICAO.
11.5.2 Wake vortex encounters are, however, also experienced en-route, although less frequently.
To accommodate the predominantly uni-directional diurnal traffic flows through the NAT Region, on many
routes all adjacent flights levels are simultaneously used for a given traffic flow. While this arrangement
may not be unique, it is not one that is commonly employed in many other areas of the world. As a result
many, if not most, en-route wake vortex encounters outside the NAT Region arise from opposite direction
passings or route crossing situations. In the NAT Region en-route wake vortices are encountered more
commonly from a preceding aircraft following the same track, usually at the next higher level. In the early
days of RVSM implementation in the NAT Region a number of such reported encounters led to the
development of a “wake turbulence offset procedure”. This has now been subsumed into SLOP which is a
standard operating procedure throughout the NAT Region and is required to mitigate the risk of vertical
navigation errors. There have been no reported incidents of such en-route wake turbulence encounters in the
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 11
NAT MNPS 66 Edition 2008
NAT Region during the last three years. It is impossible to know whether this is a result of the absence of
encounters or the absence of reporting. Nevertheless, the North Atlantic Safety Management Coordinating
Group has determined that data relating to encounters arising from this uncommon NAT traffic arrangement
should be maintained. Any pilot who encounters a wake turbulence incident when flying in NAT MNPS
Airspace should ensure that a detailed report is provided and that a copy is forwarded to the North Atlantic
Central Monitoring Agency. After the expiry of the current ICAO programme, and in the absence of any
other relevant mandatory reporting arrangements, the reporting form included at Attachment 3 to this Manual
could be used for this purpose.
11.5.3 The Strategic Lateral Offset Procedures (see Chapter 8) are now a standard operating
procedure throughout the NAT Region. Thus when flying within NAT MNPS Airspace, if the aircraft
encounters wake turbulence and the pilot considers it necessary to offset from the current track then the pilot
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