2-1 CHAPTER 2. AUTHORIZATION OVERVIEW
2.1 Why are RVSM Authorizations Required, and How has the Authorization Process Changed Since RVSM Authorizations were Initially Implemented on a World-Wide Basis?
2.1.1 Special Navigation Area of Operation. RVSM airspace is designated a special navigation area of operation. Both the individual Operator and the specific aircraft type or types the Operator intends to use must be authorized by the appropriate FAA offices before the Operator conducts flight operations in RVSM airspace.
2.1.2 RVSM Implementation. The FAA implemented RVSM in all of the airspace in the lower 48 states, Alaska, the San Juan flight information region (FIR), Gulf of Mexico, and Atlantic High Offshore Airspace on January 20, 2005. To safely operate in RVSM airspace, all aircraft needed to be configured and inspected to ensure the applicable RVSM performance requirements were complied with.
2.1.3 Reason for Change. Because the RVSM requirements were new to most Operators when they were first put into place, those aircraft and Operators had to be reviewed by the FAA as a first instance in order to ensure the basic requirements were being met. Since domestic RVSM implementation occurred in 2005, most existing aircraft have since been configured for compliance or have been newly manufactured in compliance with these requirements and have been reviewed at least once by the FAA. Also, most Operators have now developed pilot knowledge and/or training programs previously reviewed at least once by the FAA. Therefore, the initial “one-size-fits-all” authorization approach initially adopted in 2005, which assumed all Operators, aircraft, and pilot training programs had never been reviewed before, is no longer warranted with respect to the processing of new or amended RVSM authorizations.
2.1.4 FAA Order 8900.1 Guidance. In recognition of these changes, the FAA amended those portions of Order 8900.1, Flight Standards Information Management System (FSIMS), addressing the issuance of RVSM authorizations on January 24, 2014, in order to create guidelines improving efficiency in the authorization process. Based on the changes highlighted above, there is recognition of two key elements for a RVSM authorization.
The two key elements are an RVSM-Compliant Aircraft and properly trained pilots who have met applicable RVSM-Knowledgeable Pilots requirements. The guidance was created along with a “decision matrix” (see paragraph 2.4) to allow the FAA to more efficiently direct attention to only the RVSM Authorization Elements requiring initial review. The guidance allows the reviewing safety inspector to accept previously reviewed RVSM Authorization Elements without further examination, so long as the appropriate information has been provided to the FAA as part of the application process.
2.1.5 AC Not Regulatory. The material contained in this AC is not regulatory. It provides several methods for an Operator to successfully apply to the FAA for an RVSM authorization with the goal of expediting the review and approval process.
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2.2 What are the Basic Technical Requirements Associated with Obtaining an Appropriate RVSM Authorization?
2.2.1 Altimetry System Error (ASE). RVSM compliance proceeds on the basis of FAA certification of the altimetry system design and implementation, which is typically conveyed through type certification (TC) or Supplemental Type Certification (STC). It is generally acknowledged that one aspect of the design is an instrumentation system error budget allowing for a difference between the static pressure sensed and the actual altitude flown. This difference is not seen on the displayed altitude in the flight deck and it is not in the Mode C or Mode S reply from the aircraft transponder. Therefore, it is invisible to the pilot, to air traffic control (ATC), and to the Traffic Alert and Collision Avoidance System (TCAS).
2.2.2 Height Monitoring. Aircraft instructions for continued airworthiness (ICA) are designed to keep the altimetry system error (ASE) to within the limits of the error budget throughout the flight envelope. These limits vary between aircraft types and within a type, from airframe to airframe. Regardless, even with attention to continuing airworthiness, there are factors that can affect the ASE significantly and can go undetected in routine operations. Thus, through continuous sampling, the FAA independently monitors altimetry system performance of airframes in the population of aircraft participating in RVSM operations. This sampling is accomplished through operational monitoring flights using either special equipment brought on board the aircraft or through separate ground-based height monitoring systems. See paragraph 3.6.4.
2.2.3 RVSM Performance. Appendix A gives details regarding the ASE performance demands for safely operating in RVSM airspace.
2.3 What are the RVSM Authorization Elements? The definition and use of the two RVSM Authorization Elements—RVSM-Compliant Aircraft and RVSM-Knowledgeable Pilots—arose from recognizing these are the two basic building blocks needed to meet the technical requirements in order to safely conduct operations in RVSM airspace. These elements provide the basis for developing the RVSM Matrix (see paragraph 2.4). Once the FAA has found an aircraft to be RVSM-compliant, if it is properly maintained and monitoring shows that its performance has not degraded over time, the aircraft remains RVSM-compliant. Under these conditions, it is inefficient for the FAA to have to review the status of that aircraft again (as if it had never been compliant) when a subsequent Operator requires his/her/its own authorization to operate that aircraft in RVSM airspace.
By specifically defining these two elements and putting certain safeguards into place (such as compliance statements by subsequent Operators), the FAA could then create the RVSM Authorization Matrix in order to streamline the process of reviewing and issuing new RVSM.
2.4 What is the RVSM Authorization Matrix? The RVSM Authorization Matrix (or simply the “Matrix”) is a tool created to assist Operators and the FAA in determining the typical documentation needed for application and which RVSM Authorization Elements
2-3 approval action the applicant is seeking. The full Matrix is provided in Chapter 4, but the following is a summary of how the Matrix works.
2.4.1 When Does Authorization Group I Apply? Authorization Group I applies to applicants seeking an administrative change only to an existing authorization. The following changes are considered to be administrative in nature only when all other existing elements are not changed:
1. Change in the primary business address of an RVSM-Compliant Aircraft and/or RVSM authorization holder.
2. Change in an existing RVSM Operator’s designated Responsible Person (or RVSM-Authorized Representative or RVSM-POC).
3. Change in the registration markings of an RVSM-Compliant Aircraft being operated by an existing RVSM authorization holder.
4. Removal of an RVSM-Compliant Aircraft from an existing RVSM authorization having multiple RVSM-Compliant Aircraft listed.
2.4.2 When Does Authorization Group II Apply? Authorization Group II applies to applicants seeking new RVSM authorizations based on one or more existing approved RVSM Elements. This group will normally apply to a new or proposed RVSM Operator seeking the issuance of an RVSM authorization for an aircraft already an RVSM-Compliant Aircraft or where the new RVSM Operator will be utilizing previously accepted RVSM- Knowledgeable Pilots requirements with respect to its operations of that specific aircraft.
Examples given in the Matrix include:
1. There is a change in the legal status or identity of the business entity that is the approved RVSM Operator, but the Responsible Person, RVSM Authorized Representative, and/or RVSM Contact Person and each of the approved RVSM Authorization Elements are remaining the same.
2. A new proposed RVSM Operator will be using an existing RVSM-Compliant Aircraft or previously accepted RVSM-Knowledgeable Pilots.
3. An existing or new proposed approved RVSM Operator seeks an RVSM authorization and will be utilizing one or more existing approved RVSM Authorization Elements.
2.4.3 When Does Authorization Group III Apply? Authorization Group III applies to applicants for new RVSM authorizations not based on any existing RVSM Authorization Elements. If neither Authorization Group I nor II apply, the applicant should submit sufficient evidence to show its ability to comply with each of the RVSM Authorization Elements.
2.4.4 What Additional Issues Should an Applicant be Aware of When Using the Matrix? The FAA has created inspector guidance in order to allow for the most efficient processing of an RVSM authorization without sacrificing operational safety. While a safety inspector may rely on that guidance in issuing new or amended RVSM authorizations, applicants
2-4 should understand each Flight Standards District Office (FSDO), certificate-holding district office (CHDO), International Field Office (IFO), principal operations inspector (POI), principal avionics inspector (PAI), principal maintenance inspector (PMI), and/or aviation safety inspector (ASI) retains the authority to conduct as much review and research with respect to any proposed RVSM-Compliant Aircraft or RVSM- Knowledgeable Pilots requirements as is warranted. This authority is to ensure safety and regulatory compliance requirements have been met. Applicants should also understand it is the Operator's responsibility to ensure documentation reflects the requirements for authorization. A positive statement by the Operator detailing any changes made to previously approved programs can assist the inspector in determining the level of review necessary.
2.5 What is a Summary of the Process Needed to Obtain a New RVSM Authorization?
Chapters 3, 4, and 5 of this AC describe the RVSM authorization process in detail, but a summary of this process is as follows:
1. The applicant identifies the appropriate FAA office to apply to. (See paragraph 4.1.2.)
2. The applicant determines if a new RVSM authorization is required, or if only an amendment to an existing RVSM authorization is required. (See paragraph 4.2.1.)
3. If only an amendment to an existing RVSM authorization is required, then the applicant will follow the procedures described in paragraph 4.2.1 with respect to Authorization Group I in the Matrix.
4. If the applicant determines a new RVSM authorization is required, then the applicant should first determine who the correct Operator will be with respect to applying for and holding the RVSM authorization. (See paragraph 3.4.)
5. Once the appropriate Operator is determined, the applicant will determine if it will be utilizing any existing RVSM Authorization Elements, and if so, will then follow the process described in paragraph 4.2.2 with respect to Authorization Group II in the Matrix.
6. If the applicant determines they are unable to use any existing RVSM Authorization Elements, then the applicant will follow the process described in paragraph 4.2.4 with respect to Authorization Group III in the Matrix.
3-1 CHAPTER 3. RVSM AUTHORIZATION ELEMENTS
3.1 What is the Background Behind Using the RVSM Authorization Elements to Apply for an RVSM Authorization? The RVSM authorization process recognizes two key elements of any RVSM authorization—an RVSM-Compliant Aircraft and properly trained pilots who have met applicable RVSM-Knowledgeable Pilots requirements. An Operator must demonstrate to the FAA both of these elements exist to be authorized to operate in RVSM airspace. All of these RVSM Authorization Elements are described in this chapter.
3.2 What Do I Need to Know About RVSM-Compliant Aircraft?
3.2.1 What is an RVSM-Compliant Aircraft? An aircraft is an “RVSM-Compliant Aircraft” when (1) the FAA has determined the aircraft design satisfies RVSM performance requirements and (2) the aircraft has been properly maintained on an on-going basis to conduct such operations. An aircraft will satisfy RVSM performance requirements if it complies with part 91 appendix G, section 2. (See paragraph 3.2.2 below for more detail concerning meeting these performance requirements.) Aircraft may be produced RVSM-compliant or brought into compliance through the application of appropriate Service Bulletins (SB), Service Letters (SL), Engineering Change Orders (ECO), or STCs.
3.2.1.1 If the aircraft was manufactured RVSM-compliant, the date of the Airworthiness Certificate is usually the compliancy date. (For additional information see the Airplane Flight Manual (AFM), AFM Supplement (AFMS), and/or Type Certificate Data Sheet (TCDS).
3.2.1.2 If the aircraft was made RVSM-compliant through a SB, STC, or SL, or other appropriate methods, the RVSM-compliant date will be listed in the airframe maintenance log. Include copies of the maintenance record return to service entry.
3.2.2 How Does an Aircraft Achieve the Designation of Being an RVSM-Compliant Aircraft?
Each aircraft type an Operator intends to use in RVSM airspace should have received FAA RVSM airworthiness approval in accordance with part 91 appendix G, section 2, before the operational authorization will be granted. Obtaining RVSM airworthiness approval is a two-step process. First, the manufacturer or design organization develops a data package through which to seek RVSM airworthiness approval and submits the package to the appropriate FAA Aircraft Certification Office (ACO) for approval. Once the ACO approves the data package, the Operator applies the procedures defined in the package to obtain approval from the FSDO/CHDO/certificate management office (CMO)/IFO (as appropriate) to use its aircraft to conduct flight in RVSM airspace. The initial airworthiness review process must consider continued airworthiness requirements, as described in Appendix A of this document. For more detail on RVSM aircraft airworthiness approvals see Appendix A.
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3.2.3 How Does an Aircraft Retain the Designation of Being an RVSM-Complaint Aircraft?
An aircraft once designated RVSM-compliant should retain that designation as long as properly configured and the maintenance procedures listed in the ICA are complied with.
Subsequent modifications to the aircraft must be evaluated and determined to have no negative impact on RVSM design or performance.
3.3 What Do I Need to Know About RVSM-Knowledgeable Pilots?
3.3.1 Who are RVSM-Knowledgeable Pilots? To obtain authorization from the Administrator to conduct operations in RVSM airspace, the Administrator must find the Operator to have adopted RVSM operating policies and/or procedures for pilots (and, if applicable, dispatchers) and ensure each pilot has adequate knowledge of RVSM requirements, policies, and procedures, with those pilots (and, if applicable, dispatchers) being referred to in this AC as “RVSM-Knowledgeable Pilots.”
3.3.1.1 For an applicant operating only under part 91 or part 125 (including A125 Letter of Deviation Authority (LODA) holders), demonstrating it has RVSM-Knowledgeable Pilots will consist of providing sufficient evidence each pilot has an adequate knowledge of RVSM requirements, policies, and procedures as required in part 91 appendix G, section 3(c)(2).
• The following are acceptable means for the Operator to show the FAA its pilots have adequate knowledge of the RVSM operating practices and procedures: 14 CFR part 142 training center certificates without further evaluation; certificates documenting completion of a course of instruction on RVSM policy and procedures; and/or an Operator’s in-house training program.
Note: The FAA, at its discretion, may evaluate a training course prior to accepting a training certificate.
3.3.1.2 For an applicant who operates under part 91 subpart K (part 91K), 121, or 135, in addition to meeting the adequate knowledge requirements for part 91 operators, that applicant will need to provide sufficient evidence of initial and recurring pilot training and/or testing requirements as well as policies and procedures allowing the operator to conduct RVSM operations safely as required in part 91 appendix G, section 3(b)(2) and (3) in order to demonstrate they are using RVSM-Knowledgeable Pilots. Therefore, part 91K, 121, and 135 Operators should submit training syllabi and other appropriate material to the FAA showing operating practices and procedures and training items related to RVSM operations are incorporated in initial and, where warranted, recurrent training programs. (Training for dispatchers should be included, where appropriate.)
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3.3.2 What Additional Operational Policy and Procedure Components Should be Considered with Respect to RVSM-Knowledgeable Pilots?
3.3.2.1 Applicants should consider standardizing practices and procedures in the following areas using the guidelines in Appendix B: flight planning, preflight procedures at the aircraft for each flight, procedures prior to RVSM airspace entry, in-flight procedures, and flightcrew training procedures. Paragraph B.7 contains special emphasis items for flightcrew training. Also, pilots and dispatchers (where applicable) should be knowledgeable on contingency and other procedures unique to an operator’s specific areas of operation. Also, Appendix C contains guidance on operations in oceanic and remote continental airspace.
3.3.2.2 Aircraft approved for RVSM can be used in RVSM operations worldwide.
This includes RVSM operation in continental areas such as Europe and the United States. Aircraft equipage and altitude-keeping performance requirements were developed using the highest density traffic counts in the world so aircraft could receive one-time approval for worldwide operations.
Operators starting RVSM operations in an RVSM area of operation new to them should ensure their RVSM programs incorporate any operations or continued airworthiness requirements unique to the new area of operations.
3.4 Who is the Proper Party to be the Applicant for, and the Operator Under, an RVSM Authorization?
3.4.1 Who is the Correct Person to Apply for and Have Issued the RVSM Authorization?
The person exercising operational control of the aircraft during the operation requiring an RVSM authorization is the proper person to be the applicant for that authorization. It is important to note it is the RVSM applicant’s responsibility to submit a request for RVSM authorization in the name of the person having operational control of the aircraft, not the responsibility of the FSDO or a specific ASI to make such a determination. The following general information may be useful in assisting the RVSM applicant in determining if the appropriate party has been properly designated as the legal Operator with respect to the RVSM authorization request:
1. For commercial and fractional ownership program operations conducted under parts 91K, 121, 125, and 135, the authorization applicant and holder should be the operating certificate holder, air carrier certificate holder, or fractional ownership program manager, in which event the authorization will be issued in the form of an appropriate operations specification (OpSpec) or management specification (MSpec).
2. For non-commercial operations conducted under part 91 and part 125 (A125 LODA holders), the authorization applicant and legal Operator should normally be one of the following persons, in which event the authorization will be issued in the form of an appropriate letter of authorization (LOA):
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• A registered owner of the aircraft operating the aircraft incidental to its own non-air transportation business or personal activity.
• A person assuming operational control of the aircraft through a lease or use agreement for that person’s operation of the aircraft incidental to that person’s own non-air transportation business or personal activity.
Note: The legal Operator will generally not be: an owner trustee not operating the aircraft for its own business, a management company that has not accepted a transfer of operational control from the Operator, or a holding company or bank that holds title to the aircraft solely for the purpose of leasing or transferring operational control of the aircraft to other persons.
3. It is both possible and common to have multiple Operators for part 91, 91K, and/or 125/135 aircraft over a short period of time and on a non-exclusive basis (for example, multiple dry leases for the use of any one aircraft can be in place at one time). In such instances, each individual Operator is required to have an appropriate RVSM authorization issued in its own name in order for that Operator to have access to RVSM airspace. For example, if an aircraft owner elects to lease the aircraft to a part 135 certificate holder for charter operations but retain operational control of the aircraft for its own part 91 flights, then the part 135 certificate holder will hold its RVSM authorization under its OpSpec for those charter operations, and the owner will simultaneously hold a separate RVSM LOA for its own part 91 operations.
3.5 Who is a “Responsible Person,” and What Duties Does this Person Fulfill, Under an RVSM Authorization?
3.5.1 Who is a Responsible Person and How Does this Relate to RVSM Authorizations?
For part 91 RVSM applicants, the application for authorization to operate within RVSM airspace must include the designation of a Responsible Person, and may further include the designation of a separate RVSM-POC, as follows:
3.5.1.1 The Operator should designate a person(s) who has the legal authority to sign the RVSM authorization on behalf of the Operator and who has adequate knowledge of RVSM requirements, policies, and procedures. That person may be the individual person who will be the Operator, or, if the Operator is a legal entity, then an officer or employee of that entity, or a separate person who that individual person or entity has contracted with in order to act on behalf of the individual person or legal entity with respect to the RVSM authorization.
3.5.1.2 The Operator should also designate a person(s) to act as a contact person who has actual day-to-day knowledge of the RVSM-Compliant Aircraft operations and RVSM airworthiness status the FAA may contact to gather such information when such a need arises.
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3.5.1.3 The Operator may use one individual to fulfill both roles as described in paragraphs 3.5.1.1 and 3.5.1.2, or the Operator may elect to designate separate persons to fulfill these roles.
3.5.1.4 Whoever the Operator designates to fulfill the role described in paragraph 3.5.1.1 will be designated as the “Responsible Person,” and that Responsible Person will sign LOAs, as appropriate.
3.5.1.5 If the Operator chooses to use separate individuals, then the person fulfilling the role described in paragraph 3.5.1.2 will be designated as the “RVSM-POC.” In such event, the separate person designated as the RVSM-POC (i.e., someone who has not also been designated as a Responsible Person) will not have any authority to sign the RVSM authorization on behalf of the Operator. Additionally, if an Operator has designated a separate RVSM-POC, then that is the individual the FAA should first contact with respect to the Operator’s RVSM-Compliant Aircraft operations and RVSM airworthiness status.
3.5.1.6 In any event, the Responsible Person and/or the RVSM-POC should be a person having on-going knowledge of the operations of the aircraft under the RVSM authorization.
3.5.1.7 Additionally, it generally is not appropriate to designate an “Agent for Service” with respect to RVSM authorizations being issued to part 91.
Note: See LOA template B046 for further details regarding Responsible Persons.
3.6 What Other Issues Should be Addressed by Applicants with Respect to Requests for RVSM Authorizations?
3.6.1 RVSM Configuration List. The applicant should provide a configuration list, for the applicable aircraft, which details components and equipment relevant to RVSM operations. (See Appendix A for a discussion of equipment for RVSM operations.)
3.6.2 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.
3.6.3 Operating History. An operating history should be included in the application, if applicable. The applicant should show any events or incidents related to poor height-keeping performance indicating weaknesses in training, procedures, maintenance, or the aircraft group intended to be used.
3.6.4 RVSM Height Monitoring. RVSM height monitoring was implemented with the establishment of RVSM airspace to ensure implementation and continued operation of RVSM meets safety objectives. Compliant height-keeping performance of airplanes is a key element in ensuring safe operations in RVSM airspace. RVSM is a “performance-
3-6 based” operation requiring ongoing, independent monitoring to ensure that the RVSM airspace airplane population adheres to stringent altimetry system requirements.
Note 1: The requirement for operational flight monitoring may not be included in the Operator’s ICA.
Note 2: For a detailed discussion of RVSM height monitoring, see the RVSM Height Monitoring Guide for U.S. Operators on the FAA’s RVSM Web page in the Monitoring Requirements and Procedures section.
3.6.4.1 Who must participate in RVSM height monitoring? All Operators wishing to conduct operations in RVSM-designated airspace are required to participate in RVSM height monitoring.
1. Existing rule part 91, § 91.180 requires operations within airspace designated as RVSM to “comply with the minimum standards of appendix G of this part.” Part 91 appendix G, section 2(d), (e), and (f) stipulate the requirements for ASE containment.
2. Part 91 appendix G, section 3 stipulates how the Operator, in a manner prescribed by the Administrator, must provide evidence “it is capable to operate and maintain each aircraft or aircraft group for which it applies for approval to operate in RVSM airspace.”
Height monitoring is the method prescribed to verify ASE remains within required performance limits.
3.6.4.2 When do I have to get my airplanes monitored? U.S.-registered Operators are required to conduct initial height monitoring within 6 months of the authorization date of issue and must conduct height monitoring every 2 years or within intervals of 1,000 flight hours, whichever period is longer.
1. Monitoring is not required prior to being granted operational approval.
2. Evidence of previous successful monitoring of an airplane transfers to a new owner and may be used to meet the monitoring requirements.
3. When calculating the 1,000 hour provision of the minimum monitoring requirement, the calculation of the flight time should be from the last satisfactory height monitoring date on record.
3.6.4.3 How many airplanes need to be monitored?
1. An Operator with multiple airplanes may not need to have all airplanes monitored. For height monitoring, only a sampling of airframes of each airplane type need to be monitored.
2. To determine the number of airframes each Operator is required to have monitored, use the RVSM Minimum Monitoring Chart. The
3-7 current version of this chart can be found on the FAA’s RVSM Web page in the Monitoring Requirements and Procedures section.
Note: An Operator that is unable to meet the minimum height monitoring requirements within the specified time frame should contact the responsible CHDO/CMO/FSDO/IFO prior to exceeding the specified time frame. (See paragraph 3.6.4, Note 1.)
3.6.4.4 How do I get my airplanes monitored?
1. An Operator may choose to fly with a trained technician from an FAA-approved RVSM monitoring support provider utilizing a Global Positioning System (GPS)-based monitoring unit (GMU) onboard the airplanes.
2. An Operator may fly an airplane through an established ground-based height measuring system. Currently ground-based systems exist in:
• North America, Airplanes Geometric Height Monitoring Elements (AGHME) (requires Mode-S equipment); or
• Approved ground-based height measuring systems in other regions
(e.g., Europe or Japan).
3. An RVSM-authorized aircraft equipped and operating with Automatic Dependent Surveillance-Broadcast (ADS-B) Out avionics meeting the performance requirements of § 91.227 at an RVSM altitude where ADS-B height monitoring is provided.
Note: The height monitoring requirements are globally harmonized and the ICAO Regional Monitoring Agency for North America is the North American Approvals Registry and Monitoring Organization (NAARMO). The NAARMO coordinates RVSM monitoring results with the more than 30 other ICAO Regional Monitoring agencies throughout the world.
3.6.4.5 How can I verify if my airplanes were monitored in the last 2 years?
1. An Operator that has a valid RVSM authorization can check the RVSM Approvals database to determine if their last valid monitoring occurred within the last 2 years.
2. The following methods satisfy monitoring requirements:
• Entry of successful AGHME or other approved ground-based monitoring system result in the U.S. RVSM Approvals database.
• A report of a successful monitoring supplied by an FAA-approved, GPS-based provider.
• Evidence provided through another ICAO-sponsored Regional Monitoring Agency, such as EUROCONTROL.
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3. For North American Operators, the database can be accessed from the FAA RVSM Web site under the section RVSM Documentation or on the FAA’s NAARMO website at:
https://www.faa.gov/air_traffic/separation_standards/naarmo/rvsm _approvals/.
3.6.4.6 RVSM Height Monitoring Plan. Operators, upon application, should submit a monitoring plan including:
1. Number and identification (registration number/serial number) of airplanes to be monitored.
2. Expected time frame for completion of monitoring requirements.
3. Expected method for monitoring.
3.6.5 Can Non-RVSM Aircraft Be Accommodated in RVSM Airspace? Operators must be authorized and aircraft must be certified to fly in designated RVSM airspace with limited exceptions.
3.6.5.1 In Domestic U.S., Alaska Offshore Airspace, the following aircraft can be accommodated on a workload-permitted basis. The vertical separation standard applied between aircraft not approved for RVSM and all other aircraft must be 2,000 ft:
1. Department of Defense (DOD) aircraft.
2. Flights conducted for aircraft certification and development purposes.
3. Active air ambulance flights utilizing a “MEDEVAC” call sign.
4. Aircraft climbing/descending through RVSM flight levels (FL) (without intermediate level off) to/from FLs above RVSM airspace.
5. Foreign State (government) aircraft.
3.6.5.2 In addition to the accommodation categories listed in paragraph 3.6.5.1, in U.S.-controlled oceanic airspace, the following aircraft can be accommodated on a workload-permitted basis:
1. Aircraft being initially delivered to the State of Registry or Operator.
2. Aircraft that was formerly RVSM-approved but has experienced an equipment failure and is being flown to a maintenance facility for repair in order to meet RVSM requirements and/or obtain approval.
3. Aircraft being utilized for mercy or humanitarian purposes.