44.
Strategic Lateral Offset Procedure (SLOP) While within Oceanic Airspace
44.1 These procedures have been developed in accordance with the ICAO PANS.ATM, 15.2.4.
44.2 It has been determined that allowing aircraft conducting oceanic flight to fly lateral offsets, not to exceed 2 NM right of center line, will provide an additional safety margin and mitigate the risk of conflict when non.normal events, such as aircraft navigation errors, altitude deviation errors and turbulence.induced altitude.keeping errors, occur.
44.3 These procedures are authorized in US.controlled Oceanic Airspace and also the airspace surrounding the island of Bermuda, the airspace controlled by Honolulu Control Facility (CF) and the airspace controlled by Guam Combined Center Radar Approach Control (CERAP).
44.4 These procedures provide for offsets within the following guidelines: Along a route or track there will be three positions that an aircraft may fly; center line or one or two miles right of center line. Offsets will not exceed 2 NM right of center line. The intent of this procedure is to reduce risk (add safety margin) by distributing aircraft laterally across the three available positions.
44.4.1 Aircraft without automatic offset program-ming capability must fly the center line.
44.4.2 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.
Federal Aviation Administration Twentieth Edition
44.4.3 Pilots should also fly one of the three positions shown above to avoid wake turbulence.
44.4.4 Pilots should use whatever means available to determine the best flight path to fly.
44.4.5 Aircraft should not offset to the left of center line nor offset more than 2 NM right of center line. Pilots may contact other aircraft on VHF frequency 123.45, as necessary, to coordinate the best wake turbulence offset option.
NOTE.
It is recognized that pilots will use their judgment to determine the action most appropriate to any given situation and have the final authority and responsibility for the safe operations of the aircraft.
44.4.6 Pilots may apply an offset outbound after the oceanic entry point. Aircraft transiting Bermuda airspace, Honolulu CF airspace or Guam CERAP airspace may remain on their established offset.
44.4.7
There is no ATC clearance required for this procedure and it is not necessary that ATC be advised.
45.
Traffic Information Service (TIS)
45.1 Introduction
The Traffic Information Service (TIS) provides information to the cockpit via data link, that is similar to VFR radar traffic advisories normally received over voice radio. Among the first FAA.provided data services, TIS is intended to improve the safety and efficiency of “see and avoid” flight through an automatic display that informs the pilot of nearby traffic and potential conflict situations. This traffic display is intended to assist the pilot in visual acquisition of these aircraft. TIS employs an enhanced capability of the terminal Mode S radar system, which contains the surveillance data, as well as the data link required to “uplink” this information to suitably.equipped aircraft (known as a TIS “client”). TIS provides estimated position, altitude, altitude trend, and ground track information for up to 8 intruder aircraft within 7 NM horizontally, +3,500 and .3,000 feet vertically of the client aircraft (see FIG ENR 1.1.29, TIS Proximity Coverage Volume). The range of a target reported at a distance greater than 7 NM only indicates that this target will be a threat within 34 seconds and does not display a precise distance. TIS will alert the pilot to aircraft (under surveillance of the Mode S radar) that are estimated to be within 34 seconds of potential collision, regardless of distance of altitude. TIS surveillance data is derived from the same radar used by ATC; this data is uplinked to the client aircraft on each radar scan (nominally every 5 seconds).
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