I flew a NATS track last night KJFK-EGLL and while enroute I read the AOM on Offset, and googled NATS SLOP to give it a try. Goodness! The 747X banked 30-deg to turn into a 2 nm offset.Now I only use HDG SEL to change track, along with using VS during step climbs.What do the real world systems do? Are they really designed to respond so abruptly?

I think with carts in the isle,They use heading select and V/S.

Dan:It's nice to have a chance to give something back to the author of our beloved SID/STARs :)- thanks!Yes, for SLOP, leave LNAV for HED SEL, build your SLOP offset, then gradually turn a few degrees towards; once established, turn onto correct heading and then go back into LNAV. Don't forget to delete the SLOP after leaving the NAT or at least well before Class B airspace.For step climbs get ready ahead of the step NOW, dial in the new altitude, select VS at 0000 and then slowly increase VS- I generally never climb faster than 400fpm (just a personal preference). Decrease the climb rate as gently as you increased it and the passengers in first will never even know you changed altitude ;). Re-establish VNAV and if you are in VNAV ALT, a press of the MCP altitude knob will establish VNAV PATH.Best-Carl F. Avari-Cooper BAW0225http://online.vatsimindicators.net/980091/523.png| XP Pro SP2 | 2 x APC UPS | Coolermaster Stacker 830 SE | Gigabyte P35 DS3R | e8500 @ 4gHz | Tuniq Tower 120 | EVGA 8800GT 512MB | Creative X-Fi Fatal1ty | 2 x 1 GB Corsair XMS2 | 2 x 320GB WD Caviar RAID 0 | Corsair HX620W PS | CH Products Yoke-Pedals-Throttle Quadrant | Aerosoft 747MCP-EFIS-EICAS |

Or you could turn down the bank angle limiter

The limiter only limits HDG modes, doesn't limit LNAV..I found 400 fpm works pretty good for the step climbs, I took the offset out before leaving the NATS track by simply hitting the 1LSB on LEGS twice (the top line is the next fix, in this case the one leaving the NATS) then EXEC while on HDG SEL, adjust manually then engage VNAV... no one noticed.I still wonder if this is how the real system works?While I'm still cleaning up the mess the cabin crew left me, I was also wondering if the holding patterns at EGLL's STARS (such as OCK) are usually not flown or usually are flown??

Dan:Perhaps Steve or Alex will chime in. As far as the holds, EGLL gets busy enough where they are utilized- probably much more often than here in the US. Again, RW operators would be able to advise more definitively. Best-Carl F. Avari-Cooper BAW0225http://online.vatsimindicators.net/980091/523.png| XP Pro SP2 | 2 x APC UPS | Coolermaster Stacker 830 SE | Gigabyte P35 DS3R | e8500 @ 4gHz | Tuniq Tower 120 | EVGA 8800GT 512MB | Creative X-Fi Fatal1ty | 2 x 1 GB Corsair XMS2 | 2 x 320GB WD Caviar RAID 0 | Corsair HX620W PS | CH Products Yoke-Pedals-Throttle Quadrant | Aerosoft 747MCP-EFIS-EICAS |

Dan,Holding for EGLL/EGKK is simply a matter of how busy the traffic is, I have never been instructed to hold at a fix inbound to EGLL in over 600hrs of online flying...but there will always be a first LOL!!That may be sooner than I think as I am currently on the way back to LHR from JFK (eta 2032z).As for the SLOP proceedure...there is a good example of RW operation in the Just Planes Oasis Hongkong DVD...on the EGKK-VHHH sector a SLOP is used buy the crew in Russian airspace...they go into HDG SEL mode prior to entering the offset then steer on to the new track before re-engaging LNAV.As for step climbs I to use V/S in the method Carl has descibed, it makes for a much more gentle & controlled climb to the new altitude.How did you find the SID/STAR file for EGLL??Kind RegardsSteve Bell

During the day, you'd be pretty lucky to get into Heathrow without going round the hold at least once or twice. During busy periods, delays can quickly shoot up to 20 minutes in the hold. I'm sure there's something in the UK AIP that suggests operators load more holding fuel for Heathrow inbounds because of the likelihood of longer than normal delays.

Steve: I've sent you an email at '[email protected]' with comments on the EGLL SIDSTARs... intended to be constructive.Thanks, Phil, I assumed the holds might be more common than in the US where the FAA has a pretty comprehensive flow control system in place. I've seen tracks at flightaware getting held, especially into that poorly designed NY area (just politics to blame) but the busiest places like KATL and KORD have 'em lined up in sequence 500 nm from the terminal airspace. Poor Heathrow and it's two runways and heavies coming at them from all over the globe.

Hello,Maybe a stupid question but what is "SLOP" or "SLOP-procedures"?I know what NAT-tracks are, but SLOP is new for me:-roll

me 2

SLOP= Strategic Lateral Offset Procedures.The idea that if aircraft on an airway offset their track by flying 1-2 miles right of the airway's center- they would still be well within the 10 mile airway corridor, but to the right of any aircraft passing in the opposite direction. Obviously if that aircraft is using SLOP as well, the safety margin is even greater.Best-Carl F. Avari-Cooper BAW0225http://online.vatsimindicators.net/980091/523.png| XP Pro SP2 | 2 x APC UPS | Coolermaster Stacker 830 SE | Gigabyte P35 DS3R | e8500 @ 4gHz | Tuniq Tower 120 | EVGA 8800GT 512MB | Creative X-Fi Fatal1ty | 2 x 1 GB Corsair XMS2 | 2 x 320GB WD Caviar RAID 0 | Corsair HX620W PS | CH Products Yoke-Pedals-Throttle Quadrant | Aerosoft 747MCP-EFIS-EICAS |

Hi guys!Strategic Lateral Offset Procedure described in http://en.wikipedia.org/wiki/Strategic_Lat...ffset_ProcedureCheers, Richard

This video descibes the SLOP:http://youtube.com/watch?v=Y0q9NmCkVDI

Hi everyone,Just a question about SLOPs - when using Carl's example about RNP10, how does one guarantee that the aircraft is not 9nm from where it thinks it is, and if the pilot then enters a 2nm offset, the aircraft's actual position would then exceed the 10nm limit from the true airway centerline and be at 11nm from the centreline instead?In other word, isn't the FMC PP guaranteeing that the aircraft *is* within 10nm of the airway 95% of the time? If the FMC PP has a 9nm error (be it excessive, but still within the constraints of what the avionics is guaranteeing) then entering an offset could put the aircraft's real, physical, position outside of the airway limit?Does that make sense? I guess what I'm asking is, doesn't SLOPs partially remove the guaranteed buffer that RNP is designed for?Subin.