Appendix B B-5 Note: In oceanic and remote continental (procedural) airspace, even if the aircraft is equipped with automatic comparators, the crew should be recording the altimeter cross-checks for use in a contingency situation.
9. Normally, the altimetry system being used to control the aircraft should be selected to provide the input to the altitude-reporting transponder transmitting information to ATC.
10. If ATC notifies the pilot of an assigned altitude deviation (AAD) error equal to or exceeding 300 ft (90 m), then the pilot should take action to return to CFL as quickly as possible.
B.3.5 Pilot Controller Phraseology for RVSM Operations. See Table B-1.
Appendix B B-6 Table B-1. RVSM 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:
a. On the initial call on any frequency in the RVSM airspace;
b. In all requests for flight level (FL) changes pertaining to FLs within the RVSM airspace;
c. In all read backs to FL clearances pertaining to FLs within the RVSM airspace; and
d. In read back of FL clearances involving climb and descent through RVSM airspace (FL 290−410).
Negative RVSM (supplementary information,
e.g., “Certification flight”).
Pilot report of one of the following after entry into RVSM airspace: all primary altimeters, automatic altitude control systems, or altitude alerters have failed.
(Refer to AIM Paragraph 4-6-9, Contingency Actions:
Weather Encounters and Aircraft System Failures that Occur After Entry into RVSM Airspace.)
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 (CFL) due to weather encounter.
(Refer to AIM paragraph 4-6-9.)
*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.
Appendix B B-7 B.3.6 C ontingency Procedures After Entering RVSM Airspace. The flightcrew , after realizing that they no longer can comply with RVSM requirements (aircraft system failure, weather, lost com, etc.), must request a new clearance from the controller/radio operator as soon as the situation allows. If a new clearance is not available or the nature of the emergency requires rapid action, the pilot should notify ATC of their action and contingency procedures. Operators should refer to the RVSM section of the AIM when experiencing abnormal situations and implementing contingency procedures. It is also the responsibility of the crew to notify ATC when the implementation of the contingency procedures is no longer required.
Table B-2. Contingency Actions: Weather Encounters and Aircraft System Failures Th at Occur After Entry into RVSM Airspace 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 CFL, 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 or Greater Pilot will:
• When experiencing severe turbulence and/or MWA induced altitude deviations of approximately 200 ft 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 reroute.
• Report location and magnitude of turbulence or MWA to ATC.
Controller will:
• Vector aircraft to avoid merging target with traffic at adjacent FLs, traffic permitting.
• Advise pilot of conflicting traffic.
• Issue FL change or reroute, traffic permitting.
• Issue Pilot Weather Report (PIREP) to other aircraft.
MWA Encounters – General Pilot actions:
• Contact ATC and report experiencing MWA.
• If so desired, pilot may request an FL change or reroute.
• Report location and magnitude of MWA to ATC.
See Appendix D, S evere Turbulence and Mountain Wave Activity.
Controller actions:
• Advise pilot of conflicting traffic at adjacent FL.
• If pilot requests, vector aircraft to avoid merging target with traffic at adjacent RVSM FLs, traffic permitting.
• Issue FL change or reroute, traffic permitting.
• Issue PIREP to other aircraft.
NOTE: MWA encounters do not necessarily result in altitude deviations on the order of 200 ft. The guidance below is intended to address less significant MWA encounters.
Appendix B B-8 Wake Turbulence Encounters Pilot should:
• Contact ATC and request vector, FL change, or, if capable, a lateral offset.
See Appendix D.
Controller should:
• Provide 2,000 ft vertical separation or appropriate horizontal separation.
• Clear aircraft out of RVSM airspace unless operational situation dictates otherwise.
“Unable RVSM Due Equipment” Failure of Automatic Altitude Control System, Altitude Alerter, or All Primary Altimeters Pilot will:
• Contact ATC and state “Unable RVSM due equipment.”
• Request clearance out of RVSM airspace unless operational situation dictates otherwise.
Controller will:
• Provide 2,000 ft vertical separation or appropriate horizontal separation.
• Clear aircraft out of RVSM airspace unless operational situation dictates otherwise.
One Primary Altimeter Remains Operational Pilot will:
• Cross-check standby altimeter.
• Notify ATC of operation with single primary altimeter.
• If unable to confirm primary altimeter accuracy, follow actions for failure of all primary altimeters.
Controller will:
• Acknowledge operation with single primary altimeter.
Transponder Failure Pilot will:
• Contact ATC and request authority to continue to operate at CFL.
• Comply with revised ATC clearance, if issued.
NOTE: Part 91, § 91.215, AT C Transponder and Altitude Reporting Equipment and Use, regulates operation with the transponder inoperative.
Controller will:
• Consider request to continue to operate at CFL.
• Issue revised clearance, if necessary.
Note 1: For an expanded description and explanation of severe turbulence and MWA, see Appendix D.
Note 2: Transponder or TCAS Failure: In airspace not controlled by the United States, the provider States will determine the specific actions operators should take in the event of transponder or TCAS failure while operating in RVSM airspace.
B.3.7 Postflight. In making maintenance logbook entries against malfunctions in altitude-keeping systems, the pilot should provide sufficient detail to enable maintenance to effectively troubleshoot and repair the system. The pilot should detail the actual defect and the crew action taken to try to isolate and rectify the fault. Note the following information when appropriate:
1. P rimary and standby altimeter reading.
2. Altitude selector setting.
Appendix B B-9
3. Subscale setting on altimeter.
4. Autopilot used to control the airplane and any differences when the alternate system was selected.
5. Differences in altimeter readings if alternate static ports selected.
6. Use of air-data computer (ADC) selector for fault diagnosis procedure.
7. Transponder selected to provide altitude information to ATC and any difference if alternate transponder or altitude source is manually selected.
B.4 Accommodation of Non-RVSM Aircraft. Operators must be authorized and aircraft must be compliant to fly in designated RVSM airspace with limited exceptions. An operator not authorized for RVSM operations or an operator/aircraft without operable RVSM equipment is referred to as non-RVSM. The operator or dispatcher must not file the RVSM equipment code in the flight plan. The pilot of a non-RVSM aircraft must inform the controller of the lack of RVSM approval in accordance with the direction provided in Table B-1.
B.4.1 The procedures for accommodation of non-RVSM aircraft in RVSM airspace for operations in the domestic United States, Alaska, offshore airspace, and the San Juan FIR are contained in the FAA AIM, Paragraph 4-6-10, Procedures for Accommodation of Non-RVSM Aircraft. For operations within oceanic airspace, refer to the U.S. AIP, En Route Section 7.
B.4.2 Specific categories of non-RVSM aircraft 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. Active air ambulance flights utilizing the “MEDEVAC” call sign.
3. Aircraft capable of climbing/descending through RVSM FLs without level-off.
B.4.3 In addition to those aircraft identified in paragraph B.4.2 above, in oceanic and offshore airspace controlled by the United States, the following non-RVSM aircraft may be accommodated on a workload permitting basis with prior coordination:
1. Aircraft being initially delivered to the State of Registry or State of the Operator; and
2. Aircraft that was formerly RVSM-compliant but has experienced equipment failure being flown to a maintenance facility.
B.5 Minimum Equipment List (MEL). Operators conducting operations under an MEL adopted from the Master Minimum Equipment List (MMEL) should include items pertinent to operating in RVSM airspace.
Appendix B B-10 B.6 Oceanic Operations. In general, RVSM procedures in oceanic airspace are no different from those in domestic airspace. However, some regional differences apply. Operators should be cognizant of differences for the area in which they are intending to operate.
Note: ICAO Doc 7030, Regional Supplementary Procedures, provides differences for individual regions of the world.
B.6.1 Strategic Lateral Offset Procedures (SLOP). SLOP are approved oceanic procedures allowing aircraft to fly on a parallel track to the right of the centerline relative to the direction of flight to mitigate the lateral overlap probability due to increased navigation accuracy and wake turbulence encounters. Unless specified in the separation standard, an aircraft’s use of these procedures does not affect the application of prescribed separation standards. Implementation of SLOP must be coordinated among the States involved.
Procedures for the conduct of SLOP are contained in ICAO Doc 4444, Procedures for Air Navigation Services, Air Traffic Management, Chapter 16.5, Strategic Lateral Offset Procedures (SLOP).
Note: In domestic U.S. airspace, pilots must request clearance to fly a lateral off set. Strategic lateral offsets flown in oceanic airspace do not apply. (Refer to FAA AIM Paragraph 4-6-7, Guidance on Wake Turbulence.)
B.6.2 Special Procedures for In-Fl ight Contingencies in Oceanic Airspace. Special procedures, including weather deviation procedures, can be found in ICAO Doc 4444, Chapter 15, Procedures Related to Emergencies, Communication Failure and Contingencies.
Appendix C C-1 APPENDIX C. OPERATIONS OUTSIDE OF U.S.-CONTROLLED AIRSPACE C.1 Introduction. RVSM was initially implemented in North Atlantic minimum navigation performance specifications (MNPS) airspace in March 1997 (MNPS airspace was later renamed North Atlantic High Level Airspace (NAT HLA)). Since then, RVSM operations have been implemented worldwide. Operators should expect to have to comply with RVSM procedures whenever operating at FL 290 to FL 410 inclusive.
C.2 ICAO Doc 9574, Manual on a 300 m (1,000 ft) Vertical Separation Minimum Between FL 290 and FL 410 Inclusive. RVSM guidance to State authorities can be found in ICAO Doc 9574. The operating procedures specified in Appendix B, Training Programs and Operating Practices and Procedures, are consistent with this guidance.
C.3 ICAO Doc 7030, Regional Supplementary Procedures, and State-Specific Guidance.
While States make every effort to harmonize RVSM implementations, there are differences that are highlighted in State guidance.
C.3.1 Operators are responsible for knowing the RVSM procedures in the areas of intended operation. Operators starting RVSM operation in an RVSM area of operation new to them should ensure their RVSM programs incorporate RVSM policy and procedures unique to the new area of operations.
C.3.2 Operators should review ICAO Doc 7030 and State AIPs prior to starting RVSM operations in an area new to the operator.
C.4 RVSM Metric FLs, China and Mongolia.
C.4.1 China RVSM. Metric RVSM was implemented in the Shenyang, Beijing, Shanghai, Guangzhou, Kunming, Wuhan, Lanzhou, and Urumqi FIRs and Sector AR01 (Island airspace) of the Sanya control area (CTA) between 8,900 meters (m) (FL 291) and 12,500 m (FL 411) inclusive. The airspace between 8,900 m (FL 291) and 12,500 m (FL 411) is defined as RVSM airspace. China RVSM airspace is exclusive RVSM airspace; aircraft that are not RVSM-compliant may not operate into China RVSM airspace between 8,900 m (FL 291) and 12,500 m (FL 411).
• ATC will issue the FL clearance in meters, but the aircraft shall be flown using the FL in feet. The China RVSM FLAS and specific RVSM procedures can be found in the State AIP.
• Operators must review the State AIP prior to operating in these areas.
Note: Operators can find RVSM-related documents, including the RVSM Aeronautical Information Circular (AIC) Nr. 06/07, Policy and Procedures of RVSM in China Airspace, at http://www.chinarma.cn/documenten/index.jhtml.
C.4.2 Mongolia RVSM. Metric RVSM was implemented in the Ulaanbaatar FIR between 8,900 m (29,100 ft) and 12,500 m (41,100 ft) inclusive. The airspace between 8,900 m (29,100 ft) and 12,500 m (41,100 ft) is defined as RVSM airspace. Mongolia RVSM
Appendix C C-2 airspace is exclusive RVSM airspace, and aircraft that are not RVSM-compliant may not operate into Mongolia RVSM airspace between 8,900 m (29,100 ft) and 12,500 m (41,100 ft).
C.4.2.1 ATC will issue the FL clearance in meters, but the aircraft shall be flown using the FL in feet. The Mongolia RVSM FLAS and specific RVSM procedures can be found in the Civil Aviation Authority (CAA) of Mongolia AIC 03/11, Policy and Procedures of Reduced Vertical Separation Minimum (RVSM) in the Airspace of Mongolia.
Note: Operators can find the AIC on the FAA RVSM documentation web page at http s://www.faa.gov/air_traffic/separation_standards/rvsm/documentation/.
C.5 U.S.-Registered Operators Based Outside of U.S.-Controlled Airspace.
C.5.1 U.S.-registered operators that are based or routinely operate in airspace not controlled by the United States must be cognizant of the RVSM policies and procedures in the areas of intended operation.
C.5.1.1 Operators wishing to operate under the provisions of 14 CFR part 91 appendix G, section 9 must meet all of the requirements, including RVSM altitude-keeping performance standards as specified in part 91 appendix G, section 9(b), prior to conducting RVSM operations outside of U.S.-controlled airspace.
C.5.1.2 The ai rcraft’s altitude-keeping performance must have been monitored within the previous 24 months in airspace the FAA can monitor the aircraft ADS-B OUT signal and found to be in compliance. A map of FAA ADS-B monitored airspace can be found at https://www.faa.gov/nextgen/programs/adsb/coverageMap/.
Note: The FAA may also expand the airspace in which we collect altitude-keeping performance data via ADS-B through collaboration with other ANSPs.
C.5.1.3 U.S.-registered operators may obtain monitoring performance from the FAA altitude-keeping performance website at https://www.faa.gov/air_traffic/separation_standards/naarmo/.
C.5.2 Operators of airplanes that do not routinely operate in airspace where sufficient ADS-B data is available to the FAA to determine RVSM performance, or when a foreign country requires a specific approval, may seek an RVSM authorization via OpSpec, MSpec, or LOA under the provisions of part 91 appendix G, section 3. (See Chapter 5, Operators Applying for RVSM OpSpecs, MSpecs, or LOAs.)
Appendix D D-1 APPENDIX D. SEVERE TURBULENCE AND MOUNTAIN WAVE ACTIVITY D.1 Introduction/Explanation. The information and practices in this paragraph are provided to emphasize to pilots the importance of taking appropriate action in RVSM airspace when aircraft experience severe turbulence and/or Mountain Wave Activity (MWA) that is of sufficient magnitude to significantly affect altitude-keeping.
1. 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.
2. Also refer to the FAA AIM, Chapter 4, Section 6, Operational Policy/Procedures for Reduced Vertical Separation Minimum (RVSM) in the Domestic U.S., Alaska, Offshore Airspace and the San Juan FIR.
D.1.1 MWA. S ignificant 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.
D.1.1.1 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.
D.1.1.2 In-Flight MWA Indicators (Including Turbulence). Indicators that the aircraft is being subjected to MWA are:
• Altitude excursions and/or airspeed fluctuations with or without associated turbulence.
• Pitch and trim changes required to maintain altitude with accompanying airspeed fluctuations.
• Light to severe turbulence, depending on the magnitude of the MWA.
D.1.2 A pplication of Merging Target Procedures .
D.1.2.1 Explanation of Merging Target Procedures. ATC will use “merging target procedures” to mitigate the effects of both severe turbulence and MWA.
En route controllers will advise pilots of potential traffic that they perceive may fly directly above or below his or her aircraft at minimum vertical separation. In response, pilots are given the option of requesting a radar vector
Appendix D D-2 to ensure their radar target will not merge or overlap with the traffic’s radar target.
D.1.2.2 Priority. 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. The controller’s first priority is to separate aircraft and issue safety alerts.
D.1.2.3 Explanation of the Term “Traffic Permitting.” The contingency actions for MWA and severe turbulence detailed in this appendix state that the controller will “vector aircraft to avoid merging targets with traffic at adjacent FLs, 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 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.”
D.1.3 TCAS Sensitivity. F or 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.
D.1.4 Preflight Too ls. 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), Graphical Turbulence Guidance (GTG), significant meteorological information (SIGMET) and Pilot Weather Reports (PIREP).
D.1.5 Pilot Actions When Encountering Weather (e.g., Severe Turbulence or MWA).
D.1.5.1 Weather Encounters Inducing Altitude Deviations of Approximately 200 Feet. When the pilot experiences weather-induced altitude deviations of approximately 200 ft, the pilot will contact ATC and state “Unable RVSM due [state reason]” (e.g., turbulence, MWA).
D.1.5.2 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.
Appendix D D-3 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).
D.1.5.3 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 ft 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).
D.1.5.4 FL Change or Reroute. To leave airspace where MWA or severe turbulence is being encountered, the pilot may request an FL change and/or reroute, if necessary.
D.2 Wake Turbulence.
D.2.1 B ackground.
D.2.1.1 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.
D.2.1.2 Prior to Domestic RVSM (DRVSM) implementation, the FAA established provisions for pilots to report wake turbulence events in RVSM airspace using the National Aeronautics and Space Administration (NASA) Aviation Safety Reporting System (ASRS). A “Safety Reporting” section established on the FAA RVSM Documentation web page provides contacts, forms, and reporting procedures.
D.2.1.3 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 10-month period). In addition, they found that reported wake turbulence was generally similar to moderate clear air turbulence.
Appendix D D-4 D.2.2 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 ft below opposite-direction traffic.
c. Approximately 10−30 miles behind and 1,000 ft 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 wingspan upwind generally can move the aircraft out of the immediate vicinity of another aircraft’s wake vortex.
Note 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.
D.3 Pilot/Controller Phraseology. See Appendix B, Training Programs and Operating Practices and Procedures, Table B-1, RVSM Phraseology, for a table of pilot/controller phraseology.
D.4 Contingency Actions. Se e Appendix B, Table B-2, Contingency Actions: Weather Encounters and Aircraft System Failures That Occur After Entry into RVSM Airspace, for a table of contingency actions.