FredEx

Since the implementation of RVSM over the North Atlantic, there has always been the option of offseting course, without request, up to 2NM right for wake turbulence and also to prevent two jets hitting beak-to-beak if one is at the wrong altitude.

I recently flew a reserve C-5 trip in the Far East and AP-3 (our source doc for Pacific airspace) allows up to 2NM offsets in several of the FIRs we transited. I looked at AP-1 (source doc for North/South Amercia) and it allows offsets in certain FIRs, for example, Brazil.

I haven't flown for the airlines since 2003 and it was always domestic and not RVSM at the time. Some of the airline guys in my reserve unit tell me that you can offset course, without asking for it, in other airspace as well, including US domestic and European controlled airspace. Is that right? I think it's a good idea, esp in Eastern Europe and Western Asia (Turkey, the 'Stans, etc.). I just want to be putting out good, referenced info for our younger pilots.

I can't find any references for strategic lateral offset in any regions other than the various oceanic FIRs and South America. I'm not asking you guys to spoon feed me (OK, maybe a little), but could someone tell me if you're allowed to offset in controlled airspace in North America or Europe and point me to the FAA or ICAO source doc?

Thanks, Fredrico

BDGERJMN

The only RVSM Lateral Offset info I could find dealt with overwater routes. I just googled it Fred and read both the FAA and ICAO rules which pretty much read the same. I'm flying NON RVSM so......I usually get to go where I want, albeit at FL270/280. At least its mask off-isphere at those altitudes. First post fellas, great board, esp for us military guys looking at options.


This is where I found the most helpful FAA guidelines

http://www.faa.gov/ATpubs/AIM/Chap4/aim0406.html

Section 6. Operational Policy/Procedures for
Reduced Vertical Separation Minimum (RVSM)
in the Domestic U.S., Alaska, Offshore Airspace
and the San Juan FIR

4-6-7.......para d

d. Pilot Action to Mitigate Wake Turbulence Encounters

1. Pilots should be alert for wake turbulence when operating:

(a) In the vicinity of aircraft climbing or descending through their altitude.

(b) Approximately 10-30 miles after passing 1,000 feet below opposite-direction traffic.

(c) Approximately 10-30 miles behind and 1,000 feet below same-direction traffic.

2. Pilots encountering or anticipating wake turbulence in DRVSM airspace have the option of requesting a vector, FL change, or if capable, a lateral offset.

NOTE-
1. Offsets of approximately a wing span upwind generally can move the aircraft out of the immediate vicinity of another aircraft's wake vortex.

2. In domestic U.S. airspace, pilots must request clearance to fly a lateral offset. Strategic lateral offsets flown in oceanic airspace do not apply.

e. The FAA will track wake turbulence events as an element of its post implementation program. The FAA will advertise wake turbulence reporting procedures to the operator community and publish reporting procedures on the RVSM Documentation Webpage (See address in paragraph 4-6-3, Aircraft and Operator Approval Policy/Procedures, RVSM Monitoring and Databases for Aircraft and Operator Approval.

A320fumes

I can't find any references for strategic lateral offset in any regions other than the various oceanic FIRs and South America. I'm not asking you guys to spoon feed me (OK, maybe a little), but could someone tell me if you're allowed to offset in controlled airspace in North America or Europe and point me to the FAA or ICAO source doc?

Thanks, Fredrico[/quote]

The easiest place to find this info is on the back of the Jepp north atlantic chart. I believe it's on the bottom of panel e or g. SLOP allows for 1 or 2 mile offsets right of course. Hope that helps.

btwissel

you can fly off-center on airways, so if you're on one of them, you can be a dot or 2 off.

and if you're direct, how's ATC gonna know what's on or off course (within a few miles)

Typhoonpilot

Offsets are not allowed in European B-RNAV airspace or in areas where RNP 5 or better is required.

Offsets are allowed in North Atlantic NAT Airspace; in the Oceanic areas of Melbourne and Brisbane FIRs; and in the Oceanic or remote Continental airspace of the following FIRs: India, Bangladesh, China, Malaysia, Maldives, Myanmar, Phillipines, Singapore, Sri Lanka, Vietnam, and Japan. Offsets are also allowed over continental India. Offsets are recommended over African airspace within the IATA Inflight broadcast area.

There may be more, but that is the info I have.


Typhoonpilot

B757200ER

It's officially the "North Atlantic Orientation" chart, #1/#2, published by Jepp, and it does list the SLOP program. Also, in the MNPS manual, available online, you can read it also. The busiest oceanic region for traffic is the North Atlantic, and that is why SLOP is highly encouraged by OCAs.

A320fumes

and if you're direct, how's ATC gonna know what's on or off course (within a few miles)[/quote]


As far as I know, SLOP is NAT specific. Your ATC statement is correct in the US where our ATC system is decades behind the EU. If and when you fly in the EU, realize that THEY WILL KNOW.

rickair7777

My company manual doesn't adddress offsets, so I have to assume that I'm not authorized to do it.

Skyone

SLOP is definetely encouraged in the NAT system, as was stated. Its procedures are set out on the the North Atlantic 1 & 2. Because of the high degree of accuracy of the nav systems, everyone is lining up on top of one another. With the old triple mix INS systems, everybody was always off a couple of miles or so. So if your company manual doesn't address it, perhaps it should be brought to the attention of your managers.S1

FlyerJosh

I don't think that Rick probably flies anywhere that SLOP is allowed (just a guess from the CRJ in his position).

I definitely think that it's time to address this issue for the domestic RVSM/Class A airspace.