Wake vortices are a natural by-product of lift generated by aircraft. An aircraft exposed to the wake vortex circulation of another aircraft can experience an aerodynamic upset which it may or may not be able to easily correct with its control authority, especially when the aircraft is adjacent to the ground. For this reason, numerous Air Traffic Control (ATC) separation standards include consideration of wake vortex behaviour, defining the separation at which operations can be conducted without a concern for a wake vortex hazard. These separation standards have served us well. There has never been a fatal accident in the U.S. due to wake vortex when instrument flight rules (IFR) separations are being provided. Wake vortex behaviour is strongly dependent on ambient weather conditions. In certain conditions, such as calm winds without turbulence, they linger and last longer. Separation standards and ATC procedures have been designed for the worst conditions with respect to wake behaviour. For this very reason, however, it has long been believed that there may be room for enhancing ATC procedures if wake vortex behaviour were known more precisely. Over the years, there have been several efforts in the U.S. and abroad to develop technologies that provide improved knowledge of wake behaviour based on environmental conditions, and to implement ATC procedures utilizing this improved knowledge. Some of these efforts are beginning to produce successful results. The U.S. has deployed a procedure called Simultaneous Offset Instrument Approaches (SOIA). Depending upon the runway geometry, the SOIA procedure can require specific wake vortex related features. SOIA is in the implementation phase at San Francisco (SFO and St. Louis (STL). Several other procedures have been considered over time and some are incorporated in the FAA/NASA Wake Turbulence Research Management Plan (RMP). The RMP has been developed jointly by the FAA and NASA to direct current and future efforts. Numerous wake vortex research and implementation efforts are underway in Europe. The German ATC provider Deutsche Flugsicherung (DFS) has developed the High Approach and Landing System (HALS), which has been tested at Frankfurt, Germany, since June 2001. DFS is also developing a Wake Vortex Warning System (WVWS), which appears to have a good outlook for implementation. The current research and development efforts in the U.S. and Europe are being coordinated through the FAA/Eurocontrol Cooperative R&D Action Plan 14.2. Which of the following statements is true?