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they will provide confirmation that the aircraft is tracking in accordance with its ATC clearance. Distance to
go information should be available on the instrument panel, whilst a waypoint alert light, where fitted,
provides a reminder of the aircraft’s imminent arrival over the next waypoint.
8.4.15 A position check should be made at each waypoint and the present position plotted 10
minutes after passing each waypoint. For a generally east-west flight, it may be simpler to plot present
position a further 2 degrees of longitude after each 10 Degree waypoint. There may be circumstances, (e.g.
when, due to equipment failure, only one LRNS remains serviceable) in which additional plots midway
between each waypoint may be justified.
8.4.16 The navigation system not being used to steer the aircraft should display cross-track distance
and track angle error. Both of these should be monitored, with cross-track distance being displayed on the
HSI where feasible.
Approaching Landfall
8.4.17 When the aircraft is within range of land based navaids, and the crew is confident that these
navaids are providing reliable navigation information, consideration should be given to updating the LRNSs.
Automatic updating of the LRNSs from other navaids should be closely monitored, and before entry into
airspace where different navigation requirements have been specified (e.g. RNP5 in European BRNAV
airspace), crews should use all aids (including VORs and DMEs) to confirm that the in-use navigation
system is operating to the required accuracy. If there is any doubt regarding system accuracy, the
appropriate ATC unit should be informed.
8.5 SPECIAL IN-FLIGHT PROCEDURES
Strategic Lateral Offset Procedure (SLOP)
8.5.1 ATC clearances are designed to ensure that separation standards are continually maintained
for all traffic. However, the chain of clearance definition, delivery and execution involves a series of
technical system processes and human actions. Errors are very rare but they do occur. Neither pilots nor
controllers are infallible. Gross Navigation Errors (usually involving whole latitude degree mistakes in route
waypoints) are made, and aircraft are sometimes flown at flight levels other than those expected by the
controller. As previously indicated, when such errors are made, ironically, the extreme accuracies of modern
navigation and height keeping systems themselves exacerbate the risk of an actual collision. Within an SSR
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 8
NAT MNPS 50 Edition 2005
environment the controller is alerted to such errors and can therefore intervene in a timely fashion. In
Oceanic airspace, such as the North Atlantic, in which the controller’s awareness of traffic disposition is
reliant largely upon pilot voice position reports, this is not the case. Consequently, it has been determined
that allowing aircraft conducting oceanic flight to fly lateral offsets will provide an additional safety margin
and mitigate the risk of traffic conflict when non-normal events such as aircraft navigation errors, height
deviation errors and turbulence induced altitude-keeping errors do occur. Collision risk is significantly
reduced by application of these offsets. This procedure is known as “Strategic Lateral Offset Procedure
(SLOP)”.
8.5.2 This procedure provides for offsets within the following guidelines:
• along a route or track there will be three positions that an aircraft may fly: centreline or one or two
miles right; and
• offsets will not exceed 2 NM right of centreline.
8.5.3 Distributing aircraft laterally and equally across the three available positions adds an
additional safety margin and reduces collision risk. This is now a standard operating procedure for the
entire NAT Region and pilots are required to adopt this procedure as is appropriate. In this connection, it
should be noted that:
• Aircraft without automatic offset programming capability must fly the centreline.
• Operators capable of programming automatic offsets may fly the centreline or offset one or two
nautical miles right of centreline to obtain lateral spacing from nearby aircraft. (Offsets will not
exceed 2 NM right of centreline and offsets left of track centreline must not be made). 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.
• Pilots should use whatever means are available (e.g. TCAS, communications, visual acquisition,
GPWS) to determine the best flight path to fly.
• For wake turbulence purposes, pilots should also fly one of the three positions shown above. Pilots
should not offset to the left of centreline nor offset more than 2 nm right of centreline. Pilots may
　
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