(b) ATS ROUTE UR551

-
 Expect transition between BUGAT and SIDIR Reporting Points.

o. In-flight procedures Within RVSM Airspace
(1)
Before entering RVSM airspace, the pilot should review the status of required equipment. (See Appendix 4 of FAA Interim Guidance 91-RVSM for pilot RVSM procedures). The following equipment should be operating normally:

(a)
Two primary altimetry systems.

(b)
One automatic altitude-keeping device.

(c)
One altitude-alerting device.

(2) The pilot must notify ATC whenever the aircraft:

(a)
Is no longer RVSM compliant due to equipment failure.

(b)
Experiences loss of redundancy of altimetry systems.

(c)
Encounters turbulence that affects the capability to maintain flight level. (See Appendix 5 of FAA Interim Guidance 91-RVSM for pilot and controller actions in such contingencies).

p. Procedures for Suspension of RVSM

(1)
Air Traffic Service providers will consider suspending RVSM procedures within affected areas within the Atlantico and Recife FIR and adjacent transition areas when there are pilot reports of greater than moderate turbulence. Within areas where RVSM procedures are suspended the vertical separation minimum between all aircraft will be 2000 ft.

q.
Strategic lateral offsets in oceanic airspace to mitigate collision risk and wake turbulence.

(1)
Pilots should use the Strategic Lateral Offset Procedure as standard operating practice in the course of normal operations to mitigate collision risk and wake turbulence. The Strategic Lateral Offset Procedure will be in force throughout the Atlantico FIR. This procedure is to be used for both wake vortex

encounters and to mitigate the heightened risk of occur due to highly accurate navigational systems.
(2)
Strategic Lateral Offset Procedures will be applied using the following guidelines:

(a)
Strategic lateral offsets and those executed to mitigate the effects of wake turbulence are to be made to the right of a route or track.

(b)
In relation to a route or track, there are three positions that an aircraft may fly: centerline, 1 or 2 NM right.

(c)
Offsets are not to exceed 2 NM right of centerline.

r.
The intent of this procedure is to reduce risk (increase the safety margin) by distributing aircraft laterally and equally across the three available positions. In this connection, pilots must take account of the following:

(1)
Aircraft without automatic offset programming capability must fly the centerline.

(2)
Aircraft capable of being programmed with automatic offsets may fly the centerline or offset one or 2 NM right of centerline to obtain lateral spacing from nearby aircraft.