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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
NAT Region during the last four 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.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 11
NAT MNPS 68 Edition 2009
11.5.3 The Strategic Lateral Offset Procedures (see Chapter 8) are now standard operating
procedures 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
may only elect to fly another of the three options allowable in SLOP (i.e. Cleared Track centre-line, or 1 NM
or 2 NM right of centre-line). It is no longer possible to offset left of the track centre-line to avoid wake
turbulence. If neither of the remaining SLOP offset tracks are upwind of the other aircraft which is causing
the wake turbulence, then the pilot should co-ordinate with the other aircraft via the inter-pilot frequency
123.45 MHz, and perhaps request that the other aircraft adopt an alternative (SLOP) allowable downwind
offset. If wake turbulence is encountered, even if it is subsequently avoided by judicious use of offsets, a
report should still be made. If turbulence is encountered but the pilot is unsure whether the cause is wake
vortex or perhaps Clear Air Turbulence, a report should be submitted annotated to this effect.
11.6 ACAS/TCAS ALERTS AND WARNINGS
11.6.1 With effect from 01 January 2005 all turbine-engined aircraft with a certificated take-off
mass exceeding 5,700 Kgs or authorised to carry more than 19 passengers are required to carry and operate
ACAS II in the NAT Region.
11.6.2 The provisions relating to the carriage and use of ACAS II are contained in ICAO Annexes
2, 6, 10 & 11 and in the Procedures for Air Navigation Services (PANS) Ops & ATM. Operational
procedures are fully detailed in PANS-OPS Doc 8168, Volume 1, Part VIII, Chapter 3
11.6.3 All Resolution Advisories (RAs) should be reported to ATC:
a) verbally, as soon as practicable; and
b) in writing, to the Controlling Authority, after the flight has landed, using the necessary
procedure and forms, including, when appropriate, the „Altitude Deviation Report Form‟
shown at Attachment 2 to this Manual.
Possible traffic alerts resulting from ATC use of the 5 minutes GNSS climb/descent through procedure
11.6.4 TCAS registers targets up to 40 NMs. Depending upon OAT/ambient air density, a Mach of
about 0.85 equates to a TAS of approx 480 Kts, or 8 NMs per minute. Since the longitudinal separation
standard employed in the North Atlantic is 10 minutes, pilots would consequently not normally expect their
TCAS to register targets at the same level, whether these may be in-trail, crossing, climbing or descending
through their level. However, since January 2009, some NAT ATC units are utilising a procedure which
permits ATC to clear an aircraft to climb or descend through the level of another aircraft, with as little as 5
minutes longitudinal separation, provided that both aircraft are using GNSS (GPS) for position determination
　
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