4-6-1. Applicability and RVSM Mandate
(Date/Time and Area)
a. Applicability. The policies, guidance and
direction in this section apply to RVSM operations in
the airspace over the lower 48 states, Alaska, Atlantic
and Gulf of Mexico High Offshore Airspace and
airspace in the San Juan FIR where VHF or UHF
voice direct controller-pilot communication (DCPC)
is normally available. Policies, guidance and
direction for RVSM operations in oceanic airspace
where VHF or UHF voice DCPC is not available and
the airspace of other countries are posted on the FAA
"RVSM Documentation" Webpage described in
paragraph
4-6-3, Aircraft and Operator Approval
Policy/Procedures, RVSM Monitoring and Databases for Aircraft and Operator Approval.
b. Mandate. At 0901 UTC on January 20, 2005,
the FAA implemented RVSM between flight
level (FL) 290-410 (inclusive) in the following
airspace: the airspace of the lower 48 states of the
United States, Alaska, Atlantic and Gulf of Mexico
High Offshore Airspace and the San Juan FIR. (A
chart showing the location of offshore airspace is
posted on the Domestic U.S. RVSM (DRVSM)
Webpage. See paragraph
4-6-3.) On the same time
and date, RVSM was also introduced into the
adjoining airspace of Canada and Mexico to provide
a seamless environment for aircraft traversing those
borders. In addition, RVSM was implemented on the
same date in the Caribbean and South American
regions.
c. RVSM Authorization. In accordance with
14 CFR Section 91.180, with only limited exceptions, prior to operating in RVSM airspace, operators
and aircraft must have received RVSM authorization
from the responsible civil aviation authority. (See
paragraph 4-6-10, Procedures for Accommodation
of Non-RVSM Aircraft.) If the operator or aircraft or
both have not been authorized for RVSM operations,
the aircraft will be referred to as a "non-RVSM"
aircraft. Paragraph
4-6-10 discusses ATC policies
for accommodation of non-RVSM aircraft flown by
the Department of Defense, Air Ambulance
(Lifeguard) operators, foreign State governments and
aircraft flown for certification and development.
Paragraph
4-6-11, Non-RVSM Aircraft Requesting
Climb to and Descent from Flight Levels Above
RVSM Airspace Without Intermediate Level Off,
contains policies for non-RVSM aircraft climbing
and descending through RVSM airspace to/from
flight levels above RVSM airspace.
d. Benefits. RVSM enhances ATC flexibility,
mitigates conflict points, enhances sector throughput,
reduces controller workload and enables crossing
traffic. Operators gain fuel savings and operating
efficiency benefits by flying at more fuel efficient
flight levels and on more user preferred routings.
4-6-2. Flight Level Orientation Scheme
Altitude assignments for direction of flight follow a
scheme of odd altitude assignment for magnetic
courses 000-179 degrees and even altitudes for
magnetic courses 180-359 degrees for flights up to
and including FL 410, as indicated in
FIG 4-6-1.
FIG 4-6-1
Flight Level Orientation Scheme
NOTE-
Odd Flight Levels: Magnetic Course 000-179 Degrees
Even Flight Levels: Magnetic Course 180-359 Degrees.
4-6-3. Aircraft and Operator Approval
Policy/Procedures, RVSM Monitoring and
Databases for Aircraft and Operator
Approval
a. RVSM Authority. 14 CFR Section 91.180
applies to RVSM operations within the U.S. 14 CFR
Section 91.706 applies to RVSM operations outside
the U.S. Both sections require that the operator obtain
authorization prior to operating in RVSM airspace.
14 CFR Section 91.180 requires that, prior to
conducting RVSM operations within the U.S., the
operator obtain authorization from the FAA or from
the responsible authority, as appropriate. In addition,
it requires that the operator and the operator's aircraft
comply with the standards of 14 CFR Part 91
Appendix G (Operations in RVSM Airspace).
b. Sources of Information. The FAA
RVSM Website Homepage can be accessed at:
http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/rvsm/. The “RVSM Documentation” and “Domestic
RVSM” webpages are linked to the RVSM
Homepage. “RVSM Documentation” contains guidance and direction for an operator to obtain aircraft
and operator approval to conduct RVSM operations.
It provides information for DRVSM and oceanic and
international RVSM airspace. It is recommended that
operators planning to operate in Domestic U.S.
RVSM airspace first review the following documents
to orient themselves to the approval process.
1. Under "Area of Operations Specific Information," the document, "Basic Operator Information on
DRVSM Programs," provides an overview of the
DRVSM program and the related aircraft and
operator approval programs.
2. In the "Getting Started" section, review the
"RVSM Approval Checklist - U.S. Operators" or
"RVSM Approval Checklist - Non-U.S. Operators"
(as applicable). These are job aids or checklists that
show aircraft/operator approval process events with
references to related RVSM documents published on
the website.
3. Under "Documents Applicable to All RVSM
Approvals," review "RVSM Area New to the
Operator." This document provides a guide for
operators that are conducting RVSM operations in
one or more areas of operation, but are planning to
conduct RVSM operations in an area where they have
not previously conducted RVSM operations, such as
the U.S.
c. TCAS Equipage. TCAS equipage requirements are contained in 14 CFR Sections 121.356,
125.224, 129.18 and 135.189. Part 91 Appendix G
does not contain TCAS equipage requirements
specific to RVSM, however, Appendix G does
require that aircraft equipped with TCAS II and flown
in RVSM airspace be modified to incorporate
TCAS II Version 7.0 or a later version.
d. Aircraft Monitoring. Operators are required
to participate in the RVSM aircraft monitoring
program. The "Monitoring Requirements and
Procedures" section of the RVSM Documentation
Webpage contains policies and procedures for
participation in the monitoring program. Ground-based and GPS-based monitoring systems are
available for the Domestic RVSM program.
Monitoring is a quality control program that enables
the FAA and other civil aviation authorities to assess
the in-service altitude-keeping performance of
aircraft and operators.
e. Registration on RVSM Approvals Databases. The "Registration on RVSM Approvals
Database" section of the RVSM Documentation
Webpage provides policies/procedures for operator
and aircraft registration on RVSM approvals
databases.
1. Purpose of RVSM Approvals Databases.
ATC does not use RVSM approvals databases to
determine whether or not a clearance can be issued
into RVSM airspace. RVSM program managers do
regularly review the operators and aircraft that
operate in RVSM airspace to identify and investigate
those aircraft and operators flying in RVSM airspace,
but not listed on the RVSM approvals databases.
2. Registration of U.S. Operators. When U.S.
operators and aircraft are granted RVSM authority,
the FAA Flight Standards office makes an input to the
FAA Program Tracking and Reporting Subsystem
(PTRS). The Separation Standards Group at the FAA
Technical Center obtains PTRS operator and aircraft
information to update the FAA maintained U.S.
Operator/Aircraft RVSM Approvals Database. Basic
database operator and aircraft information can be
viewed on the RVSM Documentation Webpage by
clicking on the appropriate database icon.
3. Registration of Non-U.S. Operators. Non-U.S. operators can find policy/procedures for
registration on the North American Approvals
Registry and Monitoring Organization (NAARMO)
database in the "Registration on RVSM Approvals
Database" section of RVSM Documentation.
4-6-4. Flight Planning into RVSM Airspace
a. Operators that do not file the correct aircraft
equipment suffix on the FAA or ICAO Flight Plan
may be denied clearance into RVSM airspace.
Policies for the FAA Flight Plan are detailed in
subparagraph
c below. Policies for the ICAO Flight
Plan are detailed in subparagraph
d.
b. The operator will annotate the equipment block
of the FAA or ICAO Flight Plan with an aircraft
equipment suffix indicating RVSM capability only
after the responsible civil aviation authority has
determined that both the operator and its aircraft are
RVSM-compliant and has issued RVSM authorization to the operator.
c. General Policies for FAA Flight Plan Equipment Suffix.
TBL 5-1-2, Aircraft Suffixes,
allows operators to indicate that the aircraft has both
RVSM and Advanced Area Navigation (RNAV)
capabilities or has only RVSM capability.
1. The operator will annotate the equipment
block of the FAA Flight Plan with the appropriate
aircraft equipment suffix from
TBL 5-1-2.
2. Operators can only file one equipment suffix
in block 3 of the FAA Flight Plan. Only this
equipment suffix is displayed directly to the
controller.
3. Aircraft with RNAV Capability. For flight in
RVSM airspace, aircraft with RNAV capability, but
not Advanced RNAV capability, will file "/W". Filing
"/W" will not preclude such aircraft from filing and
flying direct routes in en route airspace.
d. Policy for ICAO Flight Plan Equipment
Suffixes.
1. Operators/aircraft that are RVSM-compliant
and that file ICAO flight plans will file "/W" in
block 10 (Equipment) to indicate RVSM authorization and will also file the appropriate ICAO Flight
Plan suffixes to indicate navigation and communication capabilities. The equipment suffixes in
TBL 5-1-2 are for use only in an FAA
Flight Plan (FAA Form 7233-1).
2. Operators/aircraft that file ICAO flight plans
that include flight in Domestic U.S. RVSM airspace
must file "/W" in block 10 to indicate RVSM
authorization.
e. Importance of Flight Plan Equipment Suffixes.
The operator must file the appropriate equipment
suffix in the equipment block of the FAA Flight Plan
(FAA Form 7233-1) or the ICAO Flight Plan. The
equipment suffix informs ATC:
1. Whether or not the operator and aircraft are
authorized to fly in RVSM airspace.
2. The navigation and/or transponder capability
of the aircraft (e.g., advanced RNAV, transponder
with Mode C).
f. Significant ATC uses of the flight plan
equipment suffix information are:
1. To issue or deny clearance into RVSM
airspace.
2. To apply a 2,000 foot vertical separation
minimum in RVSM airspace to aircraft that are not
authorized for RVSM, but are in one of the limited
categories that the FAA has agreed to accommodate.
(See paragraphs
4-6-10, Procedures for Accommodation of Non-RVSM Aircraft, and
4-6-11,
Non-RVSM Aircraft Requesting Climb to and
Descent from Flight Levels Above RVSM Airspace
Without Intermediate Level Off, for policy on limited
operation of unapproved aircraft in RVSM airspace).
3. To determine if the aircraft has "Advanced
RNAV" capabilities and can be cleared to fly
procedures for which that capability is required.
4-6-5. Pilot RVSM Operating Practices and
Procedures
a. RVSM Mandate. If either the operator or the
aircraft or both have not received RVSM authorization (non-RVSM aircraft), the pilot will neither
request nor accept a clearance into RVSM airspace
unless:
1. The flight is conducted by a non-RVSM
DOD, Lifeguard, certification/development or foreign State (government) aircraft in accordance with
paragraph
4-6-10, Procedures for Accommodation
of Non-RVSM Aircraft.
2. The pilot intends to climb to or descend from
FL 430 or above in accordance with paragraph 4-6-11, Non-RVSM Aircraft Requesting
Climb to and Descent from Flight Levels Above
RVSM Airspace Without Intermediate Level Off.
3. An emergency situation exists.
b. Basic RVSM Operating Practices and
Procedures. Appendix 4 of Guidance 91-RVSM
contains pilot practices and procedures for RVSM.
Operators must incorporate Appendix 4 practices and
procedures, as supplemented by the applicable
paragraphs of this section, into operator training or
pilot knowledge programs and operator documents
containing RVSM operational policies. Guidance 91-RVSM is published on the RVSM
Documentation Webpage under "Documents Applicable to All RVSM Approvals."
c. Appendix 4 contains practices and procedures
for flight planning, preflight procedures at the
aircraft, procedures prior to RVSM airspace entry,
inflight (en route) procedures, contingency procedures and post flight.
d. The following paragraphs either clarify or
supplement Appendix 4 practices and procedures.
4-6-6. Guidance on Severe Turbulence
and Mountain Wave Activity (MWA)
a. Introduction/Explanation
1. The information and practices in this
paragraph are provided to emphasize to pilots and
controllers the importance of taking appropriate
action in RVSM airspace when aircraft experience
severe turbulence and/or MWA that is of sufficient
magnitude to significantly affect altitude-keeping.
2. Severe Turbulence. Severe turbulence
causes large, abrupt changes in altitude and/or
attitude usually accompanied by large variations in
indicated airspeed. Aircraft may be momentarily out
of control. Encounters with severe turbulence must
be remedied immediately in any phase of flight.
Severe turbulence may be associated with MWA.
3. Mountain Wave Activity (MWA)
(a) Significant MWA occurs both below and
above the floor of RVSM airspace, FL 290. MWA
often occurs in western states in the vicinity of
mountain ranges. It may occur when strong winds
blow perpendicular to mountain ranges resulting in
up and down or wave motions in the atmosphere.
Wave action can produce altitude excursions and
airspeed fluctuations accompanied by only light
turbulence. With sufficient amplitude, however,
wave action can induce altitude and airspeed
fluctuations accompanied by severe turbulence.
MWA is difficult to forecast and can be highly
localized and short lived.
(b) Wave activity is not necessarily limited to
the vicinity of mountain ranges. Pilots experiencing
wave activity anywhere that significantly affects
altitude-keeping can follow the guidance provided
below.
(c) Inflight MWA Indicators (Including Turbulence). Indicators that the aircraft is being
subjected to MWA are:
(1) Altitude excursions and/or airspeed
fluctuations with or without associated turbulence.
(2) Pitch and trim changes required to
maintain altitude with accompanying airspeed
fluctuations.
(3) Light to severe turbulence depending
on the magnitude of the MWA.
4. Priority for Controller Application of
Merging Target Procedures
(a) Explanation of Merging Target Procedures. As described in subparagraph
c3 below, ATC
will use "merging target procedures" to mitigate the
effects of both severe turbulence and MWA. The
procedures in subparagraph
c3 have been adapted
from existing procedures published in FAA
Order JO 7110.65, Air Traffic Control, paragraph 5-1-8, Merging Target Procedures.
Paragraph 5-1-8 calls for en route controllers to
advise pilots of potential traffic that they perceive
may fly directly above or below his/her aircraft at
minimum vertical separation. In response, pilots are
given the option of requesting a radar vector to ensure
their radar target will not merge or overlap with the
traffic's radar target.
(b) The provision of "merging target procedures" to mitigate the effects of severe turbulence
and/or MWA is not optional for the controller, but
rather is a priority responsibility. Pilot requests for
vectors for traffic avoidance when encountering
MWA or pilot reports of "Unable RVSM due
turbulence or MWA" are considered first priority
aircraft separation and sequencing responsibilities.
(FAA Order JO 7110.65, paragraph 2-1-2, Duty
Priority, states that the controller's first priority is to
separate aircraft and issue safety alerts).
(c) Explanation of the term "traffic permitting." The contingency actions for MWA and severe
turbulence detailed in paragraph
4-6-9, Contingency
Actions: Weather Encounters and Aircraft System
Failures, state that the controller will "vector aircraft
to avoid merging targets with traffic at adjacent flight
levels, traffic permitting." The term "traffic permitting" is not intended to imply that merging target
procedures are not a priority duty. The term is
intended to recognize that, as stated in FAA
Order JO 7110.65, paragraph 2-1-2, Duty Priority,
there are circumstances when the controller is
required to perform more than one action and must
"exercise their best judgment based on the facts and
circumstances known to them" to prioritize their
actions. Further direction given is: "That action
which is most critical from a safety standpoint is
performed first."
5. TCAS Sensitivity. For both MWA and
severe turbulence encounters in RVSM airspace, an
additional concern is the sensitivity of collision
avoidance systems when one or both aircraft
operating in close proximity receive TCAS advisories in response to disruptions in altitude hold
capability.
b. Pre-flight tools. Sources of observed and
forecast information that can help the pilot ascertain
the possibility of MWA or severe turbulence are:
Forecast Winds and Temperatures Aloft (FD), Area
Forecast (FA), SIGMETs and PIREPs.
c. Pilot Actions When Encountering Weather
(e.g., Severe Turbulence or MWA)
1. Weather Encounters Inducing Altitude
Deviations of Approximately 200 feet. When the
pilot experiences weather induced altitude deviations
of approximately 200 feet, the pilot will contact ATC
and state "Unable RVSM Due (state reason)"
(e.g., turbulence, mountain wave). See contingency
actions in paragraph
4-6-9.
2. Severe Turbulence (including that associated with MWA). When pilots encounter severe
turbulence, they should contact ATC and report the
situation. Until the pilot reports clear of severe
turbulence, the controller will apply merging target
vectors to one or both passing aircraft to prevent their
targets from merging:
EXAMPLE-
"Yankee 123, FL 310, unable RVSM due severe
turbulence."
"Yankee 123, fly heading 290; traffic twelve o'clock,
10 miles, opposite direction; eastbound MD-80 at
FL 320" (or the controller may issue a vector to the
MD-80 traffic to avoid Yankee 123).
3. MWA. When pilots encounter MWA, they
should contact ATC and report the magnitude and
location of the wave activity. When a controller
makes a merging targets traffic call, the pilot may
request a vector to avoid flying directly over or under
the traffic. In situations where the pilot is
experiencing altitude deviations of 200 feet or
greater, the pilot will request a vector to avoid traffic.
Until the pilot reports clear of MWA, the controller
will apply merging target vectors to one or both
passing aircraft to prevent their targets from merging:
EXAMPLE-
"Yankee 123, FL 310, unable RVSM due mountain wave."
"Yankee 123, fly heading 290; traffic twelve o'clock,
10 miles, opposite direction; eastbound MD-80 at
FL 320" (or the controller may issue a vector to the
MD-80 traffic to avoid Yankee 123).
4. FL Change or Re-route. To leave airspace
where MWA or severe turbulence is being
encountered, the pilot may request a FL change
and/or re-route, if necessary.
4-6-7. Guidance on Wake Turbulence
a. Pilots should be aware of the potential for wake
turbulence encounters in RVSM airspace. Experience
gained since 1997 has shown that such encounters in
RVSM airspace are generally moderate or less in
magnitude.
b. Prior to DRVSM implementation, the FAA
established provisions for pilots to report wake
turbulence events in RVSM airspace using the NASA
Aviation Safety Reporting System (ASRS). A
"Safety Reporting" section established on the FAA
RVSM Documentation webpage provides contacts,
forms, and reporting procedures.
c. To date, wake turbulence has not been reported
as a significant factor in DRVSM operations.
European authorities also found that reports of wake
turbulence encounters did not increase significantly
after RVSM implementation (eight versus seven
reports in a ten-month period). In addition, they
found that reported wake turbulence was generally
similar to moderate clear air turbulence.
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.
4-6-8. Pilot/Controller Phraseology
TBL 4-6-1 shows standard phraseology that pilots
and controllers will use to communicate in DRVSM
operations.
TBL 4-6-1
Pilot/Controller Phraseology
Message
|
Phraseology
|
For a controller to ascertain the RVSM approval status of
an aircraft:
|
(call sign) confirm RVSM approved
|
Pilot indication that flight is RVSM approved
|
Affirm RVSM
|
Pilot report of lack of RVSM approval (non-RVSM status).
Pilot will report non-RVSM status, as follows:
|
Negative RVSM, (supplementary information,
e.g., "Certification flight").
|
a. On the initial call on any frequency in the RVSM
airspace and . . ..
b. In all requests for flight level changes pertaining to
flight levels within the RVSM airspace and . . ..
c. In all read backs to flight level clearances pertaining
to flight levels within the RVSM airspace and . . ..
d. In read back of flight level clearances involving
climb and descent through RVSM airspace
(FL 290 - 410).
|
|
Pilot report of one of the following after entry into RVSM
airspace: all primary altimeters, automatic altitude control
systems or altitude alerters have failed.
(See paragraph 4-6-9, Contingency Actions: Weather
Encounters and Aircraft System Failures.)
NOTE-
This phrase is to be used to convey both the initial indication of
RVSM aircraft system failure and on initial contact on all
frequencies in RVSM airspace until the problem ceases to exist
or the aircraft has exited RVSM airspace.
|
Unable RVSM Due Equipment
|
ATC denial of clearance into RVSM airspace
|
Unable issue clearance into RVSM airspace, maintain FL
|
*Pilot reporting inability to maintain cleared flight level
due to weather encounter.
(See paragraph
4-6-9, Contingency Actions: Weather
Encounters and Aircraft System Failures).
|
*Unable RVSM due (state reason) (e.g., turbulence,
mountain wave)
|
ATC requesting pilot to confirm that an aircraft has
regained RVSM-approved status or a pilot is ready to
resume RVSM
|
Confirm able to resume RVSM
|
Pilot ready to resume RVSM after aircraft system or
weather contingency
|
Ready to resume RVSM
|
4-6-9. Contingency Actions: Weather
Encounters and Aircraft System Failures
TBL 4-6-2 provides pilot guidance on actions to
take under certain conditions of aircraft system
failure and weather encounters. It also describes the
expected ATC controller actions in these situations. It
is recognized that the pilot and controller will use
judgment to determine the action most appropriate to
any given situation.
TBL 4-6-2
Contingency Actions: Weather Encounters and Aircraft System Failures
|
|
|
|
Initial Pilot Actions in Contingency Situations
|
|
|
Initial pilot actions when unable to maintain flight level (FL) or unsure of aircraft altitude-keeping
capability:
|
|
|
•Notify ATC and request assistance as detailed below.
•Maintain cleared flight level, to the extent possible, while evaluating the situation.
•Watch for conflicting traffic both visually and by reference to TCAS, if equipped.
•Alert nearby aircraft by illuminating exterior lights (commensurate with aircraft limitations).
|
|
|
|
|
|
|
Severe Turbulence and/or Mountain Wave Activity (MWA) Induced
Altitude Deviations of Approximately 200 feet
|
|
|
Pilot will:
|
Controller will:
|
|
|
•When experiencing severe turbulence and/or
MWA induced altitude deviations of
approximately 200 feet or greater, pilot will
contact ATC and state "Unable RVSM Due (state
reason)" (e.g., turbulence, mountain wave)
•If not issued by the controller, request vector
clear of traffic at adjacent FLs
•If desired, request FL change or re-route
•Report location and magnitude of turbulence or
MWA to ATC
|
•Vector aircraft to avoid merging target with
traffic at adjacent flight levels, traffic permitting
•Advise pilot of conflicting traffic
•Issue FL change or re-route, traffic permitting
•Issue PIREP to other aircraft
|
|
|
See paragraph
4-6-6, Guidance on Severe
Turbulence and Mountain Wave Activity (MWA) for
detailed guidance.
|
Paragraph
4-6-6 explains "traffic permitting."
|
|
|
|
|
|
|
|
|
|
|
Mountain Wave Activity (MWA) Encounters - General
|
|
|
Pilot actions:
|
Controller actions:
|
|
|
•Contact ATC and report experiencing MWA
•If so desired, pilot may request a FL change or
re-route
•Report location and magnitude of MWA to ATC
|
•Advise pilot of conflicting traffic at adjacent FL
•If pilot requests, vector aircraft to avoid merging
target with traffic at adjacent RVSM flight levels,
traffic permitting
•Issue FL change or re-route, traffic permitting
•Issue PIREP to other aircraft
|
|
|
See paragraph
4-6-6 for guidance on MWA.
|
Paragraph
4-6-6 explains "traffic permitting."
|
|
|
NOTE-
MWA encounters do not necessarily result in altitude deviations on the order of 200 feet. The guidance below is
intended to address less significant MWA encounters.
|
|
|
|
|
|
|
Wake Turbulence Encounters
|
|
|
Pilot should:
|
Controller should:
|
|
|
•Contact ATC and request vector, FL change or,
if capable, a lateral offset
|
•Issue vector, FL change or lateral offset
clearance, traffic permitting
|
|
|
See paragraph
4-6-7, Guidance on Wake
Turbulence.
|
Paragraph
4-6-6 explains "traffic permitting."
|
|
|
|
|
|
|
"Unable RVSM Due Equipment"
Failure of Automatic Altitude Control System, Altitude Alerter or All Primary Altimeters
|
|
|
Pilot will:
|
Controller will:
|
|
|
•Contact ATC and state "Unable RVSM Due
Equipment"
•Request clearance out of RVSM airspace unless
operational situation dictates otherwise
|
•Provide 2,000 feet vertical separation or
appropriate horizontal separation
•Clear aircraft out of RVSM airspace unless
operational situation dictates otherwise
|
|
|
|
|
|
|
One Primary Altimeter Remains Operational
|
|
|
Pilot will:
|
Controller will:
|
|
|
•Cross check stand-by altimeter
•Notify ATC of operation with single primary
altimeter
•If unable to confirm primary altimeter accuracy,
follow actions for failure of all primary altimeters
|
•Acknowledge operation with single primary
altimeter
|
|
|
|
|
|
|
|
|
|
|
Transponder Failure
|
|
|
Pilot will:
|
Controller will:
|
|
|
•Contact ATC and request authority to continue
to operate at cleared flight level
•Comply with revised ATC clearance, if issued
|
•Consider request to continue to operate at
cleared flight level
•Issue revised clearance, if necessary
|
|
|
NOTE-
14 CFR Section 91.215 (ATC transponder and altitude
reporting equipment and use) regulates operation with the
transponder inoperative.
|
|
|
|
|
|
|
4-6-10. Procedures for Accommodation of
Non-RVSM Aircraft
a. General Policies for Accommodation of
Non-RVSM Aircraft
1. The RVSM mandate calls for only RVSM
authorized aircraft/operators to fly in designated
RVSM airspace with limited exceptions. The policies
detailed below are intended exclusively for use by
aircraft that the FAA has agreed to accommodate.
They are not intended to provide other operators a
means to circumvent the normal RVSM approval
process.
2. If either the operator or aircraft or both have
not been authorized to conduct RVSM operations, the
aircraft will be referred to as a "non-RVSM" aircraft.
14 CFR Section 91.180 and Part 91 Appendix G
enable the FAA to authorize a deviation to operate a
non-RVSM aircraft in RVSM airspace.
3. Non-RVSM aircraft flights will be handled
on a workload permitting basis. The vertical
separation standard applied between aircraft not
approved for RVSM and all other aircraft shall be
2,000 feet.
4. Required Pilot Calls. The pilot of non-RVSM aircraft will inform the controller of the lack
of RVSM approval in accordance with the direction
provided in paragraph
4-6-8, Pilot/Controller
Phraseology.
b. Categories of Non-RVSM Aircraft that may
be Accommodated
Subject to FAA approval and clearance, the following
categories of non-RVSM aircraft may operate in
domestic U.S. RVSM airspace provided they have an
operational transponder.
1. Department of Defense (DOD) aircraft.
2. Flights conducted for aircraft certification
and development purposes.
3. Active air ambulance flights utilizing a
"Lifeguard" call sign.
4. Aircraft climbing/descending through
RVSM flight levels (without intermediate level off)
to/from FLs above RVSM airspace (Policies for these
flights are detailed in paragraph
4-6-11, Non-RVSM
Aircraft Requesting Climb to and Descent from
Flight Levels Above RVSM Airspace Without
Intermediate Level Off.
5. Foreign State (government) aircraft.
c. Methods for operators of non-RVSM aircraft to
request access to RVSM Airspace. Operators may:
1. LOA/MOU. Enter into a Letter of Agreement (LOA)/Memorandum of Understanding
(MOU) with the RVSM facility (the Air Traffic
facility that provides air traffic services in RVSM
airspace). Operators must comply with LOA/MOU.
2. File-and-Fly. File a flight plan to notify the
FAA of their intention to request access to RVSM
airspace.
NOTE-
Priority for access to RVSM airspace will be afforded to
RVSM compliant aircraft, then File-and-Fly flights.
3. DOD. Some DOD non-RVSM aircraft will
be designated as aircraft requiring special consideration. For coordination purposes they will be referred
to as STORM flights. DOD enters STORM flights on
the DOD Priority Mission website and notifies the
departure RVSM facility for flights that are within
60 minutes of departure.
NOTE-
Special consideration will be afforded a STORM flight;
however, accommodation of any non-RVSM flight is
workload permitting.
d. Center Phone Numbers. Center phone numbers are posted on the RVSM Documentation
Webpage, North American RVSM, Domestic U.S.
RVSM section. This address provides direct access to
the phone number listing:
http://www.faa.gov/ats/ato/150_docs/Center_Phone_No._Non-RVSM_Acft.doc
4-6-11. Non-RVSM Aircraft Requesting
Climb to and Descent from Flight Levels
Above RVSM Airspace Without
Intermediate Level Off
a. File-and-Fly. Operators of Non-RVSM aircraft climbing to and descending from RVSM flight
levels should just file a flight plan.
b. Non-RVSM aircraft climbing to and descending from flight levels above RVSM airspace will be
handled on a workload permitting basis. The vertical
separation standard applied in RVSM airspace
between non-RVSM aircraft and all other aircraft
shall be 2,000 feet.
c. Non-RVSM aircraft climbing to/descending
from RVSM airspace can only be considered for
accommodation provided:
1. Aircraft is capable of a continuous climb/descent and does not need to level off at an
intermediate altitude for any operational considerations and
2. Aircraft is capable of climb/descent at the
normal rate for the aircraft.
d. Required Pilot Calls. The pilot of non-RVSM
aircraft will inform the controller of the lack of
RVSM approval in accordance with the direction
provided in paragraph
4-6-8, Pilot/Controller
Phraseology.
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