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at the edge of, or within the system). Other factors which may affect the direction of turn are: direction to an
alternate airport, terrain clearance, levels allocated on adjacent routes or tracks and any known SLOP off sets
adopted by other nearby traffic.
Subsequent Action
11.3.3 An aircraft that is able to maintain its assigned flight level, after deviating 10 NM from its
original cleared track centreline and therefore clear of any potentially conflicting traffic above or below
following the same track, should :
a) climb or descend 1000 ft if above FL410
b) climb or descend 500 ft when below FL410
c) climb 1000 ft or descend 500 ft if at FL410
11.3.4 An aircraft that is unable to maintain its assigned flight level should, whenever possible,
initially minimise its rate of descent when leaving its original track centreline and then expedite descent to a
feasible flight level which differs from those normally used by 500 ft if below FL410 (or by 1000 ft if above
FL410).
11.3.5 Before commencing any diversion across the flow of adjacent traffic, aircraft should, whilst
maintaining the 15 NM offset track, expedite climb above or descent below the vast majority of NAT traffic
(i.e. to a level above FL410 or below FL285), and then maintain a flight level which differs from those
normally used: by 1000 ft if above FL410, or by 500 ft if below FL410. However, if the pilot is unable or
unwilling to carry out a major climb or descent, then any diversion should be carried out at a level 500 ft
different from those in use within MNPS Airspace, until a new ATC clearance is obtained.
11.3.6 If these contingency procedures are employed by a twin engine aircraft as a result of the
shutdown of a power unit or the failure of a primary aircraft system the pilot should advise ATC as soon as
practicable of the situation, reminding ATC of the type of aircraft involved and requesting expeditious
handling.
11.4 DEVIATIONS AROUND SEVERE WEATHER
11.4.1 If the aircraft is required to deviate from track to avoid weather (e.g. thunderstorms), the
pilot should request a revised clearance from ATC and obtain essential traffic information, if possible prior
to deviating. However, if such prior ATC clearance cannot be obtained, the procedures described below
should be adopted and in the meantime efforts should be continued to obtain an appropriate ATC clearance.
a) If possible, deviate away from the organised track or route system;
b) Establish communications with and alert nearby aircraft broadcasting, at suitable intervals:
aircraft identification, flight level, aircraft position (including ATS route designator or the
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.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 11
NAT MNPS 67 Edition 2009
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 established a worldwide programme in 2008 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 was aimed at reviewing
the categorization scheme in light of the recent introduction into service of a new type of very large aircraft.
　
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