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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 and reporting. Many NAT aircraft request and are cleared at lesser Machs than 0.85. A 5 minutes in trail separation between two aircraft flying at M0.80 and experiencing a headwind component of 30 Kts (not unusual for W/B NAT flights), will equate to approx 35 NMs. Furthermore, depending upon the rounding/truncating protocols used by Pilots, FMSs and/or ATC Flight Data Processing Systems (for “minutes and seconds” to “minutes”), a nominal 5 minutes separation can in fact be close to an actual 4 minutes (it can, of course, also be 6 minutes). In such a circumstance the actual longitudinal separation could be less than 30 NMs. In these cases TCAS may register targets.
　
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